Traian Oprea (n. 15 septembrie 1866, Ezeriș – d. secolul al XX-lea) a fost un deputat în Marea Adunare Națională de la Alba Iulia, organismul legislativ reprezentativ al "tuturor românilor din Transilvania, Banat și Țara Ungurească", cel care a adoptat hotărârea privind Unirea Transilvaniei cu România, la 1 decembrie 1918.

Biografie
A fost prezent la Marea Adunare Națională de la Alba Iulia în calitate de delegat. Între 1913 și 1937 a slujit altarul bisericii ortodoxe române din Vârșeț. I-a avut drept capelani pe Adam Fiștea, Cornel Petroviciu, Traian Petrică, Gruia Roșu. Ca pensionar a locuit în Timișoara, pe strada Remus nr. 1.

Note

Bibliografie
 Mircea Vaida-Voievod, Gelu Neamțu, 1 decembrie 1018, Mărturii ale participanților, Editura Academiei Române, 2008

Lectură Suplimentară
 Gelu Neamțu, Mircea Vaida-Voevod, 1 decembrie 1918. Mărturii ale participanților, Editura Academiei Române, 2005. (ISBN 973-27-1258-9)
 Ioan I. Șerban, Nicolae Josan, Dicționarul Personalităților Române. Trimișii românilor transilvăneni la Marea Adunare Națională de la Alba Iulia, Alba Iulia, 2003. (ISBN 973-8141-90-7)
 Daniela Comșa, Eugenia Glodariu, Maria M. Jude, Clujenii și Marea Unire, Cluj Napoca, 1998. (ISBN 973-0007-24-1)

Legături externe
Institutul de Cultură a Românilor din Voivodina
 Adunarea de la Alba Iulia, organ reprezentativ și democratic al poporului român din Transilvania
 Centenar 100. Marii oameni politici ai României

Vezi și
 Lista delegaților la Marea Adunare Națională de la Alba Iulia

Nașteri în 1866
Decese în secolul al XX-lea
Delegați la Marea Adunare Națională de la Alba Iulia
Protopopi români

Traian Oprea


Le Strindvatnet (en norvégien) ou Tjoalmejávrre (en Same de Lule) est un lac situé dans la municipalité de Hamarøy, dans le comté de Nordland, en Norvège. Le lac se trouve à environ 5 kilomètres au sud du village de Tømmerneset. La route européenne 6, sur le tronçon entre Bognes et Trondheim, longe la rive est du lac. Le lac Sandnesvatnet se trouve au sud-est et le lac Rotvatnet se trouve au nord du Strindvatnet.

Notes et références

Liens externes
 .
 .
 .
 .

Lac en Norvège

Strindvatnet


William Cheselden (; 19 October 168810 April 1752) was an English surgeon and teacher of anatomy and surgery, who was influential in establishing surgery as a scientific medical profession. Via the medical missionary Benjamin Hobson, his work also helped revolutionize medical practices in China and Japan in the 19th century.

Life
Cheselden was born at Somerby, Leicestershire. He studied anatomy in London under William Cowper (1666–1709), and began lecturing anatomy in 1710. That same year, he was admitted to the London Company of Barber-Surgeons, passing the final examination on 29 January 1711.

He was elected as a Fellow of the Royal Society in 1712 and the following year saw the publishing of his Anatomy of the Human Body, which achieved great popularity becoming an essential study source for students, lasting through thirteen editions, mainly because it was written in English instead of Latin as was customary.

In 1718 he was appointed an assistant surgeon at St Thomas' Hospital in London, becoming full surgeon in 1719 or 1720 where his specialisation of the removal of bladder stones resulted in the increase in survival rates. Afterwards, he was appointed surgeon for the stone at Westminster Infirmary and surgeon to Queen Caroline. He also improved eye surgery, developing new techniques, particularly in the removal of cataracts. Cheselden was selected as a surgeon at St George's Hospital upon its foundation in 1733.

In 1733 he published Osteographia or the Anatomy of Bones, the first full and accurate description of the anatomy of the human skeletal system.

Cheselden retired from St Thomas' in 1738 and moved to the Chelsea Hospital. His abode is listed as "Chelsea College" on the 1739 royal charter for the Foundling Hospital, a charity for which he was a founding governor.

In 1744 he was elected to the position of Warden of the Company of Barber-Surgeons, and had a role in the separation of the surgeons from the barbers and to the creation of the independent Company of Surgeons in 1745, an organisation that would become later the famous Royal College of Surgeons of England.

He died at Bath in 1752.

First surgical recovery from blindness
Cheselden is credited with performing the first known case of full recovery from blindness in 1728, of a blind 13-year-old boy. Cheselden presented the celebrated case of a boy of thirteen who gained his sight after removal of the lenses rendered opaque by cataract from birth.
Despite his youth, the boy encountered profound difficulties with the simplest visual perceptions.
Described by Cheselden:
When he first saw, he was so far from making any judgment of distances, that he thought all object whatever touched his eyes (as he expressed it) as what he felt did his skin, and thought no object so agreeable as those which were smooth and regular, though he could form no judgment of their shape, or guess what it was in any object that was pleasing to him: he knew not the shape of anything, nor any one thing from another, however different in shape or magnitude; but upon being told what things were, whose form he knew before from feeling, he would carefully observe, that he might know them again;

Philosopher George Berkeley claimed that his visual theories were "vindicated" by Cheselden's 1728 report on this congenital cataract patient.  In 2021, the patient's name was published for the first time: Daniel Dolins.  Berkeley knew the Dolins family, had numerous social links to Cheselden, including the poet Alexander Pope, and Princess Caroline, to whom Cheselden's patient was presented.  The report misspelled Cheselden's name, used language typical of Berkeley, and may even have been ghost-written by Berkeley.  Unfortunately, Dolins was never able to see well enough to read, and there is no evidence that the surgery improved Dolins' vision at any point prior to his death at age 30.

Works
Cheselden is famous for the invention of the lateral lithotomy approach to removing bladder stones, which he first performed in 1727. The procedure had a short duration (minutes instead of hours) and a low mortality rate (approximately 50%). Cheselden had already developed in 1723 the suprapubic approach, which he published in A Treatise on the High Operation for the Stone. In France, his works were developed by Claude-Nicolas Le Cat.

He also effected a great advance in ophthalmic surgery by his operation, iridectomy, described in 1728, to treat certain forms of blindness by producing an artificial pupil. Cheselden also described the role of saliva in digestion. He attended Sir Isaac Newton in his last illness and was an intimate friend of Alexander Pope and of Sir Hans Sloane.

References

Sources

R. H. Nichols and F A. Wray, The History of the Foundling Hospital (London: Oxford University Press, 1935), p. 353.

Cope, Zachary; William Cheselden, 1688–1752. Edinburgh: E. & S. Livingstone, 1953.

External links

 William Cheselden (1666–1709). Surgical Tutor.
 Cheselden, Wm: Osteographia or the Anatomy of the Bones. Scanned pages of the original work. Historical Anatomies in the Web. US National Library of Medicine.
 Complete scanned copy of the Ostepgraphia in the public domain at Biu Sante.
 The Anatomy of the Human Body (1750) at the Internet Archive.
 Accuracy and Elegance in Cheselden's Osteographia (1733) article by Monique Kornell, including gallery and comprehensive links to public domain online copies.
 Selected images from Anatomy of the Humane Body From The College of Physicians of Philadelphia Digital Library

1688 births
1752 deaths
People from the Borough of Melton
English anatomists
British urologists
British ophthalmologists
English surgeons
18th-century English medical doctors
Fellows of the Royal Society
17th-century English painters
English male painters
18th-century English painters
18th-century English male artists

William Cheselden


Tomas Maria "Tom" Bunk (Split, 17. prosinca 1945.) je američki crtač stripova, ilustrator i slikar njemačkog porijekla.

Životopis
Tom Bunk rođen je i djelimice školovan u Splitu, gdje su živjeli njegovi roditelji, slikar i scenograf Rudolf Gerhart Bunk i Marianne r. Horl. Odselio je s obitelji 1958. u Hamburg, gdje je potom studirao scenografiju i likovnu umjetnost. U Berlin je odselio 1973.  Ondje je počeo slikati komične prizore u ulju. Nakon triju uspješnih izložaba okrenuo se undergroundskom stripu, kompatibilnome hippijskoj generaciji. U Njemačkoj je crtao za Carlsen Verlag, Ravensburger, Volksverlag i Semmel-Verlach. Karikature i stripove objavljivali su mu i satirični tjednik Pardon, pa Rad ab!, Zomix te Hinz und Kunz.

U New York se preselio 1983. i počeo raditi za RAW. Od 1990. godine redoviti je crtač u magazinu Mad.

Ilustrira udžbenike, te izrađuje naslovne slike i ilustracije za dječje knjige. Dulje od deset godina je je radio i za Quantum, dvomjesečnik za matematiku i prirodne znanosti namijenjen studentima. Te ilustracije su izložene 2005. u New Yorku (New York Hall of Science u Queensu) i sabrane u zborniku Quantoons.

Godine 2008. mu je Frankfurter Allgemeine Zeitung objavio autobiografski strip Berlinac u New Yorku. Imao je i nekoliko izložaba u Njemačkoj: u Frankfurtu i Dortmundu, a sudjelovao je i na izložbi stripova u Židovskom muzeju u Berlinu te na Putujućoj izložbi stripa.

Bunk također slika komične i nadrealne slike.

Nagradu za životno djelo u stripu PENG! – Der Münchner Comicpreis dobio je 2015. na münchenskom Comicfestivalu.

Važnija djela
 U-Comix Sonderband 27 (1980), Volksverlag,
 Dose Comics (1984), Semmel Verlach
 Tod Im Nacken, Kramer Comics (1985) Semmel Verlach
 Irrwitz 1983, (ostali autori: G.Seyfried, H.Kiefernsauer, W.Stein, D.Surrey), Weissmann Verlag
 Harvey Kurtzman's Strange Adventures (1990), Pyron Press (ostali autori: H. Kurtzman, Crumb, Aragones, Geary, Gibbons, Stout).
 Quantoons (2006), NSTApress (ostali autori: Eisenkraft i Larry D. Kirkpatrik)
 Memories of a Munchkin, (ostali autori: Hirschfeld, Aragones, Frazetta, Drucker itd.), Backstage Books, New York
 Von Berlin nach New York (2015), Comicplus-Verlag,

Poveznice
 Strip
 Scenografija

Vanjske poveznice
Tom Bunk (službene stranice)
Gilford, Doug. "Tom Bunk". Mad Cover Site.
bunkArt
BUNKOMIX
bunkartoons

Izvori

Američki slikari
Njemački slikari
Životopisi, Split

Tom Bunk


Jakob Alexander Sundberg (født 1. oktober 1989) er en dansk fodbolddommer, der i sommeren 2019 blev rykket op som Superliga-dommer. Sundberg er i 2022 avanceret og har nu status af FIFA-Dommer.

Efter sæsonen 2021/22 blev han kåret til at være "Årets dommer" i Danmark.

Karriere som fodbolddommer
I 2015 blev han rykket op i den danske 1. division. I 2018 gav han et indblik i de vilkår, dommerne i 1. division arbejder under i et længere interview med DR.

Han blev rykket op i Superligaen ved indgangen til 2019-20-sæsonen. Han dømte sin første superligakamp den 28. juli, da Hobro IK mødte Randers FC (2-2).

Sundberg var den første dommer i Danmark til at få ændret en kendelse af Videodommeren (VAR). Det skete i kampen AC Horsens-Randers FC, hvor VAR ændrede straffen til Bjarke Jacobsen fra gult til rødt kort.

International dommerkarriere
Jakob Sundberg havde sin første internationale kamp mellem  og  i 2016.

Civil karriere
I sit civile liv er han ansat i Folketinget, hvor han fra 1. januar 2020 har arbejdet som organisationschef. Han startede der i 2011 og har tidligere bl.a. fungeret som Executive Assistant for daværende kulturminister Mette Bock.

Kilder

Fodbolddommere fra Danmark

Jakob A. Sundberg


23. breddegrad kan henvise til:

 23. nordlige breddekreds
 23. sydlige breddekreds

23. breddegrad


Gara Alexandra Palace este o gară din Burgul Haringey din nordul Londrei, aflată pe Ruta Great Northern, parte din Magistrala East Coast. Numele său este preluat de la Alexandra Palace, aflat în apropiere. Gara este la 8 km de Londra King's Cross și este situată între Hornsey și fie New Southgate pe magistrală sau Bowes Parc pe Bucla Hertford care se desprinde din magistrală la nord de Alexandra Palace.

Este în zona tarifară londoneză 3. Toate trenurile care deservesc sunt operate de Great Northern.

Această gară este singura care mai există din cele trei care au deservit Alexandra Palace. O fostă gară, numită tot Alexandra Palace, era situată chiar lângă palat, pe linia Highgate-Alexandra Palace, în timp ce gara Palace Gates (Wood Green) se afla pe Linia Palace Gates.

Imediat la nord de gară este depoul Bounds Green, folosit pentru depozitarea și întreținerea trenurilor de mare viteză folosite pe linia principală. O linie adiacentă gării este utilizată de către locomotivele de manevră care mișcă vagoane și locomotive în depou.

S-a propus ca această gară să devină un terminal pentru linia Crossrail 2.

Conexiuni
Autobuzele 184 și W3 opresc la această gară.

Referințe

Alexandra Palace
Fondări în 1859

Gara Alexandra Palace


Avicularia ancylochira es una especie de araña que pertenece a la familia Theraphosidae (tarántulas).

Véase también
 Lista de especies de Theraphosidae

Fuente

Avicularia ancylochira en Vionto.com

Enlaces externos

Theraphosidae
Arácnidos de Brasil
Taxones descritos por Cândido Firmino de Mello-Leitão

Avicularia ancylochira


Svínavatn getur átt við um:
 Svínavatn bær í Grímsnesi
 Svínavatn vatn í Svínadal

Svínavatn


1.000 meter for herrer bliver afviklet den 23. februar 2018.

Konkurrencen
Der kan maximalt konkurrere 36 deltagere, der startes i par af to skøjteløbereder.  De seneste startende par er de højst rangeret i forbindelse med kvalifikationen.

Resultater

Medaljeoversigt

Referencer

Eksterne Henvisninger
 Hurtigløb på skøjter  på pyeongchang2018.com
 Speed Skating / Calendar of Events / Olympic Winter Games 2018 på isu.org
 Qualification Systems på isu.org

1000 meter herrer

Hurtigløb på skøjter under vinter-OL 2018 – 1000 meter herrer


Bushnell Township ist der Name folgender Townships in den Vereinigten Staaten:

 Bushnell Township (Illinois)
 Bushnell Township (Michigan)

Bushnell Township


Blake Clark () este un actor american de film și televiziune.

Filmografie

Film

Televiziune

Jocuri video

Parcuri tematice

Referințe

Legături externe

Nașteri în 1946
Actori americani din secolul al XX-lea
Americani în viață
Actori americani din secolul al XXI-lea

Blake Clark


Alisha Weir (Dublin, ) é uma atriz e cantora , mais conhecida por sua interpretação de Matilda Wormwood no filme Roald Dahl's Matilda the Musical (2022). Tendo desenvolvido sua carreira no meio artístico desde os primeiros anos de vida, ela já apareceu em variadas produções de cinema, televisão e teatro.

Biografia

Família e primeiros trabalhos
Weir nasceu em Knocklyon, subúrbio de Dublin, Irlanda, em 2009. É filha de Mark Weir, gerente de uma concessionária de automóveis, e Jenny Weir, uma cabeleireira. Tem duas irmãs mais velhas, Katie e Emma Jane; assim como elas, Alisha sempre se interessou por artes cênicas e canto. Iniciou sua carreira de atriz por volta dos três anos, quando atuou, em 2012, no palco de um evento anual realizado por sua escola de teatro, a Talented Kids Performing Arts School & Agency. A partir de então, começou a aparecer em comerciais e atrações de televisão, geralmente produções da RTÉ. Destacou-se em duas ocasiões no programa The Late Late Toy Show: em 2017, cantando "True Colors", de Cyndi Lauper, e em 2020, quando apresentou, junto a artistas como Una Healy e Imelda May, uma versão de "Dreams", do The Cranberries.

Em 2018, ela apareceu em seu primeiro filme, o thriller de terror Don't Leave Home, e atuou em alguns curtas-metragens independentes. No ano seguinte, interpretou a personagem recorrente Laura Dunne na telessérie irlandesa Darklands e participou do Dancing with the Stars da Irlanda, realizando um número de dança inspirado em Mary Poppins. Em 2020, integrou o elenco de vozes do filme de animação Two by Two: Overboard!. No circuito teatral de Dublin, ela interpretou, entre outros papéis, Molly no musical Annie, realizado no National Concert Hall, e apareceu na peça Once, encenada no Olympia Theatre. Também realizou trabalhos como modelo infantil, tendo participado de sessões de fotos para campanhas do Ulster Bank em 2016 e das marcas Cyrillus Paris e French Fashion Catalogue em 2019.

Matilda the Musical e outros projetos
O primeiro trabalho de grande projeção na carreira de Weir foi Roald Dahl's Matilda the Musical, filme da Netflix de 2022; ela interpretou a protagonista Matilda Wormwood. Impressionado com a atenção da jovem aos comandos de direção e atuação, o diretor Matthew Warchus a escolheu entre centenas de crianças que fizeram o teste para o papel. A personagem precisava de um sotaque do sul da Inglaterra, que Weir conseguiu imitar muito bem. Ela estava com 11 ou 12 anos quando as filmagens iniciaram. Coestrelou com Emma Thompson e também canta nas faixas "Miracle", "Naughty", "When I Grow Up" e "Quiet" da trilha sonora do longa-metragem. Após Matilda, sua participação foi cogitada em outros projetos de cinema, incluindo sua escalação para Wicked Little Letters, uma comédia a ser estrelada por Olivia Colman e Jessie Buckley.

Prêmios e indicações

Filmografia

Cinema

Televisão

Vídeo musical

Trilha sonora
 2022 - Roald Dahl's Matilda the Musical (Soundtrack from the Netflix Film)

Atores da Irlanda
Cantores da Irlanda
Atores infantis
Naturais de Dublin
Atrizes de cinema
Atrizes de televisão
Atrizes de teatro

Alisha Weir


Edward Saxon (* 17. November 1956 in St. Louis, Missouri) ist ein US-amerikanischer Filmproduzent.

Leben
Saxon besuchte zwischen 1976 und 1980 die McGill University und im Anschluss an der USC School of Cinematic Arts der University of Southern California. Er arbeitete über viele Jahre mit Jonathan Demme zusammen, zu den gemeinsamen Filmen zählen unter anderem That Thing You Do!, Miami Blues und Philadelphia. Für Das Schweigen der Lämmer erhielt Saxon den Oscar.

Nach The Truth About Charlie trennten sich die Wege von Demme und Saxon. Danach produzierte er unter anderem Richard Linklaters Fast Food Nation.

Filmografie (Auswahl)
 1986: Gefährliche Freundin (Something Wild)
 1990: Miami Blues
 1991: Das Schweigen der Lämmer (The Silence of the Lambs)
 1993: Philadelphia
 1995: Teufel in Blau (Devil in a Blue Dress)
 1996: That Thing You Do!
 1998: Menschenkind (Beloved)
 2000: Sein letzter Coup (The Opportunists)
 2002: The Truth About Charlie
 2002: Adaption. (Adaptation.)
 2006: Fast Food Nation
 2009: Away We Go – Auf nach Irgendwo (Away We Go)

Auszeichnungen
 1992: Oscar für Das Schweigen der Lämmer
 1992: BAFTA-Film-Award-Nominierung für Das Schweigen der Lämmer

Weblinks

Filmproduzent
Oscarpreisträger
US-Amerikaner
Geboren 1956
Mann

Edward Saxon


Marie Bochet (født 9. februar 1994 i Chambéry) er en fransk alpinist, som har vundet flere paralympiske guldmedaljer og VM-guld.

Bochet er født uden venstre arm, og konkurrerer i klassen LW6/8-2. Hun begyndte med skisport da hun var 5 år gammel, og blev «opdaget» af det franske handicapidrætsforbundet da hun var 11 år gammel, som en potentiel eliteudøver. Hun debuterede internationalt i 2008.

Referencer

Eksterne henvisninger

Alpine skiløbere fra Frankrig
Handicapsportsfolk fra Frankrig
Paralympiske mestre fra Frankrig
Medaljevindere ved vinter-PL 2018

Marie Bochet


Bakowo steht für:
 Bakowo, der deutsche Name der Gemeinde Nosova (alt: Purvmala) im Rajon Pytalowo in Russland
 Bąkowo (ehemals Bankau), ein Dorf in der Gmina Kolbudy (Kahlbude) in der Woiwodschaft Pommern; siehe Gmina Kolbudy#Schulzenämter

Bakowo


Rafael Díaz de Cabrera (1565 - 30 de setembro de 1630) foi um prelado católico romano que serviu como bispo de Mondoñedo (1618–1630).

Biografia
Rafael Díaz de Cabrera nasceu em La Coronada, Espanha, e foi ordenado sacerdote na Ordem da Santíssima Trindade. No dia 6 de agosto de 1618, foi escolhido pelo Rei da Espanha e confirmado pelo Papa Paulo V como Bispo de Mondoñedo. No dia 30 de dezembro de 1618, foi consagrado por Fernando Acevedo González, arcebispo de Burgos com Juan Zapata Osorio, bispo de Zamora, e Francisco Pereira, bispo de Miranda, servindo como co-consagradores. Serviu como Bispo de Mondoñedo até à sua morte a 30 de setembro de 1630.

Bispos nomeados pelo Papa Paulo V
Mortos em 1630
Nascidos em 1565
Bispos do século XVI

Rafael Díaz de Cabrera


أوسكار يلينك Oskar Jellinek (ولد في 22 يناير 1886 في برون – وتوفي في 12 أكتوبر 1949 في لوس أنجلوس) هو أديب نمساوي.

حياته

ينحدر أوسكار يلينك من عائلة يهودية تعمل في التجارة في برون. درس القانون في فيينا. وعمل حتى عام 1919 قاضيا وتخلى عن تلك المهنة، ليصبح كاتبا حرا في فيينا.

هرب يلينك في عام 1938 إلى فرنسا ثم إلى الولايات المتحدة الأمريكية حيث مات في عام 1949.

من أعماله

 قاضي الفلاحين (أقصوصة 1925)
 أم التسعة (أقصوصة 1926)
 الابن 1928
 كانت القرية بأكملها في تمرد 1930

روابط خارجية

مراجع

كتاب وكاتبات ألمان
مواليد 1886
مواليد في برنو
وفيات 1949
وفيات في لوس أنجلوس

أوسكار يلينك


මොළයට අයත් කොටස්වලින් කෙලින්ම ඇතිවන ස්නායු කපාල ස්නායු නම් වේ. මෙමගින් මොලය හා දේහයේ අනෙක් කොටස් සමග ස්නායුක සම්බන්ධතාවය පවත්වා ගැනීම සිදු වේ.

මෙම ස්නායු රෝම ඉලක්කම් වලින් I සිට XII දක්වා දක්වන අතර ඒවායින් කෙරෙන කාර්යන් මත වෙන්වූ නම්ද පවතී.

පහත එම ස්නායුවල සිංහල නම් හා ඉංග්‍රීසි නම් දක්වා ඇත.

I. ආඝ්‍රාණ ස්නායුව - Olfactory nerve

II. දෘෂ්ටික ස්නායුව - Optic nerve

III. අක්ෂිචාලක ස්නායුව - Occulomotor nerve

IV. කප්පික ස්නායුව - Trochlear nerve

V. ත්‍රිශාඛ ස්නායුව - Trigeminal nerve

VI. අපනයන ස්නායුව - Abducent nerve

VII. වක්ත්‍රීය ස්නායුව - Facial nerve

VIII. ආලින්ද-ශංඛ ස්නායුව - Vestibularcochlear nerve

IX. හ්ව-ග්‍රසනික ස්නායුව - Glossopharyngeal nerve

X. වාගුස්/සාරිකා ස්නායුව - Vagus nerve

XI. උපකාරක ස්නායුව - Accessory nerve

XI. අධෝ-හ්ව ස්නායුව - Hypoglossal nerve

References
කෘතිම බුද්ධිය නම් නව යෙදුමක් ගැන ඔබ අසා ඇත. Google වෙතින් අලුතින් ඇරඹූ ව්‍යාපෘතිය මගින් මොලයේ ඇති බිලියන ගනනක් වූ නියුරෝන අද්‍යනය කර ඒවායින් සිදුවන කාර්යයන් එකින් එක, පරිගණක භාශාවක් මගින් ක්‍රමලේඛණය කිරීම සිදුකරයි. මෙය දීර්ඝ කාලයක් තිස්සේ තවමත් සිදුවේ. මෙමෙ ව්‍යාපෘතිය සාර්ථකව නිමකලහොත් මිනිස් මොලය මගින් සිදුකරන ක්‍රියා එම පරිගණකය මගින් සිදුකිරීමට හැකි වේවි.

කපාල ස්නායු


Jourdain () is a station on line 11 of the Paris Métro in the 19th and 20th arrondissements. It is named after the nearby rue du Jourdain, referring to a nearby church dedicated to Saint John the Baptist, who baptised Christ in the Jordan River.

History
The station opened as part of the original section of the line from Châtelet to Porte des Lilas on 28 April 1935.

As part of modernization works for the extension of the line to Rosny-Bois-Perrier in 2023 for the Grand Paris Express, the station will be closed from 2 February 2021 to 12 April 2021 to raise its platform levels and its surface tiled to accommodate the new rolling stock that will be used (MP 14) to accommodate the expected increase passengers and to improve the station's accessibility. An additional entrance was also added in January 2022 from the eastern end of the platforms to allow passengers to enter from both ends of the platforms.

In 2019, the station was used by 3,029,314 passengers, making it the 171st busiest of the Métro network out of 302 stations.

In 2020, the station was used by 1,683,473 passengers amidst the COVID-19 pandemic, making it the 151st busiest of the Métro network out of 305 stations.

Passenger services

Access
The station has 3 entrances:

 Entrance 1: rue du Jourdain
 Entrance 2: rue Lassus
 Entrance 3: rue de Belleville

Station layout

Platforms
Jourdain has a standard configuration with 2 tracks surrounded by 2 side platforms.

Other connections
The station is also served by line 20 of the RATP bus network, and at night, by lines N12 and N23 of the Noctilien bus network.

Gallery

References

 Roland, Gérard (2003). Stations de métro. D'Abbesses à Wagram. Éditions Bonneton.

Paris Métro line 11
Paris Métro stations in the 19th arrondissement of Paris
Paris Métro stations in the 20th arrondissement of Paris
Railway stations in France opened in 1935

Jourdain station


Lidia Poggio (n. 1945, Buenos Aires) es una bioquímica, y genetista argentina. Posee un doctorado en Ciencias Biológicas, por la Universidad de Buenos Aires, profesora titular en la Facultad de Ciencias Exactas y Naturales (UBA), e investigadora principal del CONICET.

Ha realizado estancias, como profesora e investigadora, en diversos Centros de Investigación: Harvard University, (EE. UU.); Real Jardín Botánico de Kew (Inglaterra); Universidad Complutense de Madrid, España; Centro de Biología Celular, Madrid; Universidad de Viena, Austria; Universidad de Alcalá de Henares Madrid; Universidad Autónoma de Madrid (España); Universidad Nacional Autónoma de México; Plant Biotechnology Centre, La Trobe University, Australia.

Actualmente dirige el Laboratorio de Citogenética y Evolución Vegetal en el Departamento de Ecología, Genética y Evolución, de la UBA, donde dicta desde hace 25 años el curso de Genética Evolutiva. Ha dictado más de 20 cursos de postgrado de citogenética y evolución en la UBA y en distintos centros del interior de Argentina.

Ha dirigido tesis de grado y postgrado en la UBA, formado numerosos discípulos en citogenética y evolución vegetal. Ha publicado 110 trabajos en Revistas nacionales e internacionales, y capítulos de obras de difusión internacional. Ha dictado más de 40 conferencias en el país y en el extranjero sobre temas de su especialidad. Desde siempre se ha dedicado a la citogenética en aspectos básicos y aplicados en plantas de interés económico y en la última década ha incorporado técnicas de citogenética molecular (hibridación in situ) que representan un importante aporte a la resolución de problemas sistemáticos, evolutivos y biotecnológicos.

Algunas publicaciones
 . 2007. Microsatellite typing of ancient maize: insights into the history of agriculture in southern South America. Proc. Biol. Sci. 274 (1609): 545–554 artículo en línea

 ------------------, ---------------------------, . 2007b. B Chromosome Polymorphism in Maize Landraces: Adaptive vs. Demographic Hypothesis of Clinal Variation. Genetics 177 (2): 895–904

  2001a. Is maize B chromosome preferential fertilization controlled by a single gene? Heredity 86: 743–748

 . 2001b. AFLP characterization of natural patagonian population of Berberis (Berberidaceae). Plant Syst. Evol. 231: 133-142

 --------------------------, -----------------------------, . 2001c. Phylogenetic relationships in Patagonian species of Berberis (Berberidaceae) based on ITS1, ITS2 and 5.8S DNA sequence data. The Botanical Journal of Linnean Society 153, 321-328

 --------------------------, . 2000a. Estudios electroforéticos de proteínas seminales (SDS-page) en las especies patagónicas del género Berberis (Berberidaceae). Bol. Soc. Argent. Bot. 35(3-4): 245-258

 --------------------------, -------------------, . 2000b. Relationships among the genome size, environmental conditions and geographical distribution in natural populations of NW patagonian species of Berberis L. (Berberidaceae). Annals of Botany, 86(3): 565-573

 . 2000c. Evolutionary relationships in the genus Zea: analysis of repetitive sequences used as cytological FISH and GISH markers. Genetics and Molecular Biology (Brasil) 23 (4 ): 1021-1027

 . 1999a. Ploidy levels and their relationships with the rainfall in several populations of patagonian species of Berberis L. Caryologia, 52 (1-2): 75-80

 . 1999b. Genomic «in situ» hybridization (GISH) of Tripsacum dactyloides and Zea mays ssp. mays with B-chromosomes. Genome 42: 687-691

 --------------, -------------------, -----------, . 1999c. Genomic affinities of Zea luxurians, Z. diploperennis and Z. perennis: meiotic behaviour of their F1 hybrids and genomic «in situ» hybridization (GISH). Genome 42: 993-1000

 --------------, . 1998a. Genome size and environmental correlations in maize (Zea mays ssp. mays, Poaceae). Ann. Bot. 82: 107–115 resumen en línea

 . 1998b. Relaciones fenéticas entre las especies del género Berberis del NO de la Región Patagónica. Darwiniana 35(1-4): 115-127

 . 1998c. Genome Size and Numerical Polymorphism for the B Chromosome In Races of Maize (Zea mays ssp. mays, Poaceae). American Journal of Botany 85 (2) : 168-174

 . 1998d. Genome size and environmental correlations in maize (Zea mays ssp. mays). Annals of Botany (UK) 82 Suppl. A: 107-1

 . 1998e. Localization of the genes controlling B chromosome transmission rate in maize (Zea mays ssp. mays, Poaceae). Am. J. Bot. 85: 1581–1585

 . 1997a. Números cromosómicos y contenido de ADN de cuatro especies patagónicas del género Berberis (Berberidaceae). Bol. Soc. Argent. Bot. 32 (3-4): 235-239

 . 1997b. Nuclear genome size in several South American genus. Kew Angiosperm Genome Size Discussion Meeting. Jodrell Laboratory. Royal Botanic Gardens, Kew

 --------------, . 1997c. Meiotic behavior in alloplasmic lines of Zea mays ssp. mays. Genome 40: 723-729

 --------------, ------------, l.b. Mazoti, c.a. Naranjo}}. 1997d. Variable meiotic behaviour among plants of an alloplasmic line of maize. Cytologia (Japón) 62: 271-274

 . 1995. B chromosome polymorphism in N. Argentine populations of maize. Maize Genet. Coop. News Lett. 69: 94

 . 1994. Increase in multivalent frequency in F1 hybrids of Zea diploperennis x Z. perennis by colchicine treatment. Hereditas 120: 241-244

 . 1991. Cytogenetic studies in the genus Zea. 3. DNA content and heterochromatin in species and hybrids. Theor. Appl. Genet. 83: 58-64

 . 1990. Evidencias de un número básico X=5 en el género Zea y su importancia en estudios del origen del maíz. Acad. Nac.Ciencias Exactas Fis. Nat. Monografía 5: 43-53

 . 1986a. The chromosomes of Orchids IX. Eulophia. Kew Bulletin 41 :45-49

 --------------, . 1986b. Chromosome size, nuclear volume and DNA content in Bulnesia (Zygophyllaceae). Darwiniana 27 :25-38

Ponencias en Congresos
 . 2006. Evidencias de endogamia en especies argentinas del género Berberis L. (Berberidaceae) de la Isla de Tierra del Fuego. IX Congreso Latinoamericano de Botánica, Santo Domingo, República Dominicana

 . 2004. Diferenciación de las distintas especies patagónicas argentinas del género Berberis (Berberidaceae) a partir de marcadores moleculares AFLPs. VII Jornadas de Investigación Científica, Universidad Austral de Chile

Ponencias en el Congreso Argentino de Genética, de 2001, Mar del Plata
 . 2001. Análisis FISH de las secuencias repetidas Knobs en especies del género Zea. Journal of Basic and Applied Genetics 14 : 79

 . Aportes al conocimiento del origen de Bromus pictus utilizando técnicas citogenéticas-moleculares (GISH). Journal of Basic and Applied Genetics 14 : 79-80

 . Caracterización de poblaciones naturales patagónicas del género Berberis (Berberidaceae) a partir de marcadores AFLPs. Journal of Basic and Applied Genetics 14 : 145-146

 . Contribuciòn de la citogenética clásica y molecular al estudio de la especiación híbrida en plantas. Journal of Basic and Applied Genetics 14 : 23

 . Estudios cromosómicos en el complejo genérico Galactia-Camptosema (Dioeleinae, Phaseoleae, Papilionoideae, Fabaceae). Journal of Basic and Applied Genetics 14 : 80

 . Estudios cromosómicos en siete especies argentinas de Eryngium L. (Umbelliferae). Journal of Basic and Applied Genetics 14 : 81

 . Estudios paralelos de variación clinal en razas nativas de maíz (Zea mays); frecuencia de cromosomas B y Loci microsatélites. Journal of Basic and Applied Genetics 14 : 146

 . Fenología y manipulación de la reproducción para la obtención de híbridos intraespecíficos en Agropiro criollo (Elymus breviaristatus sbsp. scabrifolium). Journal of Basic and Applied Genetics 14 : 98

 . Identificación cromosómica de Tricepiro mediante técnicas de bandeo e hibridación in situ. Journal of Basic and Applied Genetics 14 : 80-81

Libros
 . 1977. Cromosomas, contenido de adn y cromatografía de compuestos fenólicos en Bulnesia y géneros afines (Zygophyllaceae). Editor Universidad de Buenos Aires, 280 pp.

Honores
Miembros
 Comisión científica asesora de Darwiniana

Premios
 1995: Premio Academia Nacional de Ciencias Exactas, Físicas y Naturales "Ing. Edwald Favret" por su trayectoria en Genética vegetal

 1989 y 1996: con sus colaboradores, premio "Dr. Francisco Sáez", otorgado al mejor trabajo realizado en el país por la Sociedad Argentina de Genética

 2003: Premio Konex en Genética y Citogenética

Referencias

Bioquímicos de Argentina
Premio Konex
Alumnado de la Facultad de Ciencias Exactas y Naturales de la Universidad de Buenos Aires
Profesores de la Universidad de Buenos Aires
Investigadores del CONICET
Escritores en inglés
Porteños
Escritores en español del siglo XX
Escritores en español del siglo XXI

Lidia Poggio


صدوق بلدية بولاية بجاية في الجزائر، تجمع بلدية صدوق 35،000 نسمة في عام 2010. تقع في وادي الصومام، مواردها الرئيسية الزيتون و التين.

أعلام
 الشيخ الحداد

مواضيع ذات صلة
 بلديات ولاية بجاية
 دوائر ولاية بجاية

مراجع

بلديات ولاية بجاية

صدوق


Generali Sportpark Almanya'nın Unterhaching şehrinde çok amaçlı olarak inşa edilen bir stadyum.

Stadyumda çoğunlukla futbol müsabakaları yapılmaktadır. Almanya'nın SpVgg Unterhaching takımının maçlarını yaptığı stadyum, 15.053 seyirci kapasitelidir.

Almanya'daki stadyumlar

Alpenbauer Spor Parkı


في 11 آذار/ مارس 1917 ميلادي، سقطت مدينة بغداد ودخل الجيش البريطاني بغداد بعد سلسلة من المعارك مع الأتراك العثمانيين في الحرب العالمية الأولى، وانسحبت قوات الجيش العثماني، وذلك في حملة عسكرية استمرت عامين، سميت حملة بلاد الرافدين، ودخلت القوات البريطانية بغداد من باب المعظم في الساعة الرابعة عصرا، وكان الجو ممطرا كما ورد ذلك في مذكرات المس غيرترود بيل.

وصول الجنرال مود
بعد أستسلام الحامية البريطانية في الكوت في 29 نيسان/ أبريل 1916م، خضع الجيش البريطاني في العراق إلى تغييرات جذرية في هيكليته، وتحت قيادة جديدة من الجنرال فريدريك ستانلي مود،(1917_1836م) حيث بدأت عملية أعادة سمعة الجيش البريطاني بعد الخسارة الفادحة التي خسرها مع الجيش العثماني في حصار الكوت.

لقد أمضى فريدريك ما تبقى من عام 1916 في أعادة بناء الجيش، ومعظم الجنود تدربوا وتجندوا في الهند ومن ثم أرسلوا إلى مدينة البصرة، وبينما كان الجنود يتدربون على القتال بنى مهندسوا الجيش البريطاني سكة حديد جديدة تبدأ من شواطئ الخليج العربي إلى مدينة البصرة وما بعدها، لنقل الامدادات للجيش البريطاني، وأستلم الجنرال البريطاني مجموعة صغيرة من القوارب المسلحة وقوارب الأمداد.

وأطلقت الحملة البريطانية العسكرية الجديدة في 13 كانون الأول/ديسمبر 1916م، حيث كان تعداد الجيش البريطاني هناك وقتها ما يقارب 50,000 جندي مدرب جيدا ومسلح تحت تسمية اللواء الهندي الثالث، بينما قوات الجيش العثماني كانت لديهم حوالي 25,000 جندي فقط تحت قيادة خليل باشا.

ولقد لعبت قوات الهند البريطانية دوراً مهماً في احتلال بغداد. وبعد أسبوع من سقوط المدينة أصدر الجنرال مود بيان بغداد، والذي أحتوى على العبارة الشهيرة «لم تأتي جيوشنا إلى مدينتكم وأرضكم كغزاة أو أعداء ولكن كمحررين».

وتوفي الجنرال مود في بغداد بعد أصابتهِ بمرض الكوليرا في 18 تشرين الثاني/نوفمبر وتم وضع الجنرال وليام مارشال بديلاً عنهُ والذي أوقف العمليات الحربية في فصل الشتاء. وبعدها أستكمل الجيش البريطاني هجومه في أواخر شهر شباط/فبراير 1918 مستولياً على منطقة هيت وخان البغدادي في شهر آذار/مارس ومنطقة كفري في شهر نيسان/أبريل من عام 1918.

طالع أيضا
 مماليك العراق
 تاريخ بغداد بعد سقوط المماليك

المصادر

الدولة العثمانية في 1917
بغداد في 1917
أحداث مارس 1917
بغداد في القرن 20
حصارات بغداد
معارك الدولة العثمانية في الحرب العالمية الأولى
معارك المملكة المتحدة في الحرب العالمية الأولى
معارك الهند البريطانية في الحرب العالمية الأولى
معارك حملة بلاد الرافدين
نزاعات في 1917

سقوط بغداد (1917)


Lérins-eyjar eru lítill eyjaklasi í Miðjarðarhafi, skammt frá Cannes á frönsku rívíerunni. Eyjarnar eru alls fjórar og einungis er búið á þeim tveimur stærstu, Sainte-Marguerite og Saint-Honorat. Um 15 mínútna sigling er til eyjanna frá Cannes og þær eru vinsælt útivistarsvæði. Talið er að byggð hafi verið á eyjunum allt frá tímum Rómarveldis. Stærsta eyjan, Sainte-Marguerite, er einkum þekkt fyrir fyrrum ríkisfangelsi (Fort Royal) sem þar stendur og hýsti um árabil einn þekktasta fanga Frakklands, Manninn með járngrímuna. Varast skyldi að rugla Sainte-Marguerite saman við eyjuna Martinique í Vestur-Indíum (Karabíska hafinu) sem er eitt af handanhafssvæðum Frakklands. Í dag er Sainte-Marguerite aðallega byggð fiskimönnum. Saint-Honorat er sunnar og nokkru minni og er byggð munkum sem hafast þar við í klaustri sem rekur sögu sína allt til 5. aldar e.kr.

Eyjar í Frakklandi

Lérins eyjar


An Stegolepis in uska genus han Liliopsida. An Stegolepis in nahilalakip ha familia nga Rapateaceae.

Ilarom nga taxa

 Stegolepis albiflora
 Stegolepis angustata
 Stegolepis breweri
 Stegolepis cardonae
 Stegolepis celiae
 Stegolepis choripetala
 Stegolepis ferruginea
 Stegolepis gleasoniana
 Stegolepis grandis
 Stegolepis guianensis
 Stegolepis hitchcockii
 Stegolepis huberi
 Stegolepis humilis
 Stegolepis jauaensis
 Stegolepis ligulata
 Stegolepis linearis
 Stegolepis maguireana
 Stegolepis membranacea
 Stegolepis microcephala
 Stegolepis minor
 Stegolepis neblinensis
 Stegolepis parvipetala
 Stegolepis pauciflora
 Stegolepis perligulata
 Stegolepis piresii
 Stegolepis ptaritepuiensis
 Stegolepis pulchella
 Stegolepis pungens
 Stegolepis squarrosa
 Stegolepis steyermarkii
 Stegolepis terramarensis
 Stegolepis vivipara
 Stegolepis wurdackii

Mga kasarigan

Mga sumpay ha gawas

Stegolepis

Stegolepis


Eine Einspeisevergütung, auch Einspeisungsvergütung, ist eine staatlich festgelegte Vergütung von Strom, die dazu dient, bestimmte Arten der Stromerzeugung zu fördern. In der Regel handelt es sich dabei um erneuerbare Energien, d. h. Windkraft-, Solar-, Wasserkraft-, Geothermie- und Biomasseanlagen.

Allgemeines
Die Einspeisevergütung ist ein Mindestpreissystem, das es ermöglicht, auch Erzeugungsformen in den Markt zu integrieren, die nicht in der Lage sind, alleine über ihren Marktpreis mit anderen Erzeugungsformen zu konkurrieren. Sie gibt Investoren Planungssicherheit. Üblicherweise sind Einspeisevergütungen degressiv gestaltet. Die Vergütung wird dabei regelmäßig, beispielsweise jährlich, um einen bestimmten Prozentsatz verringert. Dadurch wird bewusst ein Kostendruck erzeugt, sodass die Anbieter von geförderten Anlagen dazu gezwungen werden, effizienter und kostengünstiger zu produzieren. Langfristiges Ziel ist es, dass die neuen Technologien auch ohne Hilfen am Markt bestehen können. Die Sozialwissenschaftler Weert Canzler und Andreas Knie sehen in der garantierten Einspeisevergütung kombiniert mit dem Einspeisevorrang und der damit einhergehenden Planungssicherheit das eigentliche Erfolgsgeheimnis des EEG.

Verbreitung
Im Jahr 2012 waren in 20 von 45 europäischen Staaten Einspeisevergütungen für erneuerbare Energien eingeführt; andere Fördermodelle für erneuerbare Energien wie das Quoten- oder das Ausschreibungsmodell waren deutlich weniger verbreitet. Einen Überblick über die Höhe der jeweiligen Einspeisevergütungen in der EU liefert eine Online-Datenbank des Bundesumweltministeriums.

Ein bekanntes Beispiel für eine auf Einspeisevergütungen setzende Regelung ist das Erneuerbare-Energien-Gesetz (EEG) in Deutschland. Dieses Gesetz diente weltweit als Vorbild für den Ausbau der alternativen Stromerzeugung. Es wurde in seiner Grundstruktur bis Anfang 2012 weltweit von mindestens 65 Staaten sowie 27 Bundesstaaten bzw. Provinzen übernommen, während das Quotenmodell sowie die "mindeste Angebotsverpflichtung alternativer Energien" (Renewable Portfolio Standard, RPS) in etwa 18 Staaten und 53 anderen Gerichtsbarkeiten erlassen wurde. Damit ist das EEG der am weitesten verbreitete Mechanismus zur Förderung alternativer Energieerzeugung. Insgesamt werden erneuerbare Energien in 109 Staaten gefördert. Die mit dem EEG gewährten langjährig verlässlichen Einspeisevergütungen waren ein wichtiger Faktor für den starken Kostenrückgang bei der Photovoltaik, durch den diese von einer teuren Nischentechnologie zu weit verbreiteten Technik werden konnte. Vorgänger des EEG war das 1990 beschlossene Stromeinspeisungsgesetz, mit dem erstmals in Deutschland Elektrizitätsversorgungsunternehmen verpflichtet wurden, elektrische Energie aus regenerativen Umwandlungsprozessen abzunehmen und zu vergüten.

Seit der EEG-Novelle 2014 ist eine Umstellung von Einspeisevergütungen auf Ausschreibungsverfahren geplant. Als Hauptgrund für diesen Umstellung des Fördermechanismus wurden zu erwartende Kostenersparnisse angeführt. Bei der im Jahr 2015 durchgeführten ersten Ausschreibungsrunde trat jedoch der gegenteilige Effekt auf, sodass sich die über Ausschreibungen ermittelten Preise auf einem deutlich höheren Niveau bewegten als die zuvor gezahlten festen Einspeisevergütungen.

Anfang Juli 2022 trat eine weitere EEG-Novelle in Kraft. Durch sie soll der Ausbau von Photovoltaikanlagen in Deutschland gefördert werden. Die neue Einspeisevergütung sieht höhere Vergütungssätze für PV-Anlagen mit Volleinspeisung vor. Übergeordnetes Ziel der Novelle ist es, die weiteren Klimaziele zu erreichen. Deutschland plant, im Jahr 2030 rund 80 Prozent des Stroms aus erneuerbaren Energien zu beziehen. Bis 2045 möchte das Land komplett klimaneutral sein.

Kernkraft
Neben erneuerbaren Energien erhalten in manchen Staaten auch andere Arten der Stromerzeugung eine Einspeisevergütung. So sagte beispielsweise 2013 Großbritannien den Betreibern des geplanten Kernkraftwerk Hinkley Point C eine fixe Vergütung in Höhe von 92,50 Pfund pro MWh plus Inflationsausgleich zu, da die Stromgestehungskosten dieses Kraftwerkes etwa beim Doppelten des englischen Börsenstrompreises liegen. Die garantierte Vergütung wird allerdings nicht durch eine direkte Einspeisevergütung, sondern durch einen Differenzvertrag erreicht.

2012 forderten Großbritannien, Frankreich, Polen und Tschechien Subventionen für die Stromerzeugung mittels Kernenergie, die neben Hilfen beim Bau von Kernkraftwerken auch eine Einspeisevergütung für den produzierten Atomstrom vorsehen, um wirtschaftlich unrentable Kernkraftwerksprojekte realisieren zu können.

Wirksamkeit
Eine Einspeisevergütung gilt als effektivster Fördermechanismus zum Ausbau Erneuerbarer Energien. Eine Reihe von Studien ergab, dass Staaten, die auf Einspeisevergütungen setzen, niedrigere Förderkosten und zugleich einen stärkeren Zubau von erneuerbaren Energien erzielen als Staaten, die auf andere Fördermodelle setzen.

Der Weltklimarat IPCC weist darauf hin, dass auch Subventionen für die Einführung teurer sauberer Technologien langfristig wirtschaftlich lohnend sein können, wenn es gelingt, die Kosten dieser Technologien durch ihre Installation stark zu senken. Demnach ermöglichte die Förderung von Photovoltaik-Anlagen, maßgeblich durch Einspeisevergütungen in Deutschland, das Wachstum der weltweiten Photovoltaik-Industrie und das damit einhergehende starke Fallen der Stromgestehungskosten dieser Technologie, wodurch Solarstrom im Jahr 2020 wirtschaftlich konkurrenzfähig ist mit fossiler Energieerzeugung. Ebenfalls existieren Belege, dass Einspeisevergütungen für Solarenergie eine größere Innovationsaktivität auslösen.

Vergleich mit Quotenmodellen
Unter Wissenschaftlern herrscht, basierend auf den Erfahrungen mit verschiedenen Fördermechanismen, eine starke Übereinstimmung, dass Einspeisevergütungen effektiver und günstiger sind als auf Quoten basierende Fördersysteme. So haben die Staaten, die den Ausbau der erneuerbaren Energien am erfolgreichsten gestaltet habe, Deutschland, Dänemark und Spanien, diesen Ausbau allesamt mit Einspeisevergütungen bewirkt. Staaten mit Quotenregelung wie z. B. Großbritannien und Italien waren hingegen weniger erfolgreich. Zudem sichern gut abgestimmte Einspeisevergütungen Betreibern über die Lebensdauern eine hohe Einkommensstabilität zu, womit eine hohe Investitionssicherheit gegeben ist. Diese senkt wiederum die Kosten, da sich Betreiber zu günstigeren Konditionen Geld leihen können als bei unsicheren Einkommensflüssen, und reduziert den Bedarf nach hohen Kapitalrenditen.

Vergleich mit Marktprämienmodellen
Insbesondere gegenüber Marktprämienmodellen bieten Einspeisevergütungen den Vorteil, dass sie bei derselben Attraktivität für Investoren mit niedrigeren Förderhöhen auskommen, da sie gegenüber diesen Modellen eine größere Sicherheit bieten. Ermöglicht wird dies dadurch, dass risikoaverse Investoren bereit sind, niedrigere Renditen zu akzeptieren, wenn die Erträge durch fixe Einspeisevergütungen sicherer sind. Der Effekt wird auf ca. 10 Euro/MWh beziffert, was im untersuchten Fall einer Kostenersparnis von bis zu 40 % entsprach. Zudem befördern Einspeisevergütungen besser technologischen Fortschritt, was ebenfalls die Kosten senkt.

Vergleichsstudien
Die Beratungsgesellschaft Ernst & Young fand im Jahr 2011 feste Einspeisetarife hinsichtlich Kosteneffizienz, Anwendbarkeit und Akteursvielfalt den Quotenmodellen und auch Bonus-/Prämiensystemen überlegen. Daher setzen einige Staaten wie Japan und China, die zuvor letztgenannte Modelle verwendeten, mittlerweile auf Einspeisevergütungen.
Bereits 2004 war eine Studie des Massachusetts Institute of Technology (MIT) zu einem ähnlichen Ergebnis gekommen. 2008 kam eine Studie der EU zu dem Ergebnis, dass gut ausgestaltete Einspeisevergütungen die effizientesten und effektivsten Fördermechanismen für den Ausbau der regenerativen Stromerzeugung darstellen.

Siehe auch
 Kostendeckende Vergütung
 Kostendeckende Einspeisevergütung (Schweiz)

Literatur
 Sebastian Panzer: Alternative Anlagen: Direkt investieren in Erneuerbare Energien. Tectum, Marburg 2011, ISBN 978-3-8288-2551-2 (Zugleich Diplomarbeit an der Hochschule Neu-Ulm).
 Beate Sander, Peter Fath, Anka Leiner: Nachhaltig investieren: in Sonne, Wind, Wasser, Erdwärme und Desertec. FinanzBuch, München 2010, ISBN 978-3-89879-565-4.
 Gerd Hilligweg: Ausschreibungen statt fester Einspeisevergütung: Paradigmenwechsel bei der Förderung erneuerbarer Energien. In: Jahresband "2016" des Fachbereichs Wirtschaft: gesammelte Erkenntnisse aus Lehre und Forschung / Jade Hochschule [Wilhelmshaven/Oldenburg/Elsfleth], Fachbereich Wirtschaft, Achter Band der Jahresbände / Sylke Behrends et al. (Hrsg.)., Lit-Verl., Berlin 2016, ISBN 978-3-643-13508-7, S. 85–109.

Weblinks
 Strom-Einspeisegesetze und -tarife – weltweite Übersicht (englisch)
 Einspeisevergütung – Informationen des Bundesamts für Energie (Schweiz)

Einzelnachweise

Stromhandel
Einkommen

Einspeisevergütung


Aristocapsa, rod jednogodišnjeg raslinja iz porodice dvornikovki (Polygonaceae). Ima samo jednu priznatu vrstu , rijetku vrstu A. insignis, endem iz američke Države Kalifornija.

Sinonimi
 Chorizanthe insignis Curran
 Oxytheca insignis (Curran) Goodman

Izvori

Eriogonoideae
Flora Kalifornije

Aristocapsa


The Metro is a supermini car, later a city car that was produced by British Leyland (BL) and, later, the Rover Group from 1980 to 1998. It was launched in 1980 as the Austin mini Metro. It was intended to complement and eventually replace the Mini, and was developed under the codename LC8. The Metro was named by What Car? magazine as 'Car of The Year' in 1983 as an MG, and again as the Rover Metro in 1991.

During its 18-year lifespan, the Metro wore many names: Austin Metro, MG Metro and Rover Metro. It was rebadged as the Rover 100 series in December 1994. There were also van versions known as the Morris Metro and later, Metrovan.

At the time of its launch, the Metro was sold under the Austin brand. From 1982, MG versions became available. During 1987, the car lost the Austin name, and was sold simply as the Metro.  From 1990 until its withdrawal in 1998, the Metro was sold only as a Rover.

Although the R3 generation Rover 200 (introduced in 1995 and smaller than previous 200 models) had originally been designed as a replacement for the Metro, it was not marketed as such after its launch. The Rover 100 finally ceased production in 1998, being outlived (by three years) by the original Mini that it was meant to replace. 2,078,218 Metros of all types were built.

Austin/MG Metro

Plans for a replacement for the Mini had been afoot within BL since the early 1970s, but none of the concepts conceived got beyond the initial design stages, largely due to a shortage of funds at British Leyland, and its eventual bankruptcy and government bail-out in 1975. The modern supermini market had evolved during the 1970s, with earlier mini-cars like the Mini and Hillman Imp being followed by mostly larger cars with the "hatchback" bodystyle – beginning with the Fiat 127 in 1971 and Renault 5 in 1972, with the next five years seeing the arrival of similar cars including the Ford Fiesta and Volkswagen Polo, as well as the Vauxhall Chevette from General Motors (also built in West Germany as the Opel Kadett) which was also available as a saloon and estate as well as a hatchback. These cars gained a decent sized market share in Britain and most other European markets.

On 8 October 1980, BL introduced the Austin Mini Metro. The roots of the Metro lay in an earlier project denoted as ADO88 (Amalgamated Drawing Office, 88-inch wheelbase), which was intended to be a direct replacement for the Mini.  However, poor reception to the ADO88 design at customer clinics and the increasing dominance of superminis in the ADO88's intended market segment, forced a major change in the project's focus. In late 1977, ADO88 was given an eleventh hour redesign, to make it both larger and less utilitarian in appearance and more upmarket in nature, becoming BL's first supermini, rather than an economy car. The revised project was given the new designator LC8 (Leyland Cars Number 8), and the definitive Metro design would ultimately emerge under the leadership of BL's chief stylists David Bache and Harris Mann. LC8 would replace the more upmarket, lower-volume Clubman versions of the Mini and the lower-spec, smaller-engined variants of the Austin Allegro (which would be fully replaced in the early 1980s by project LC10, which became Austin Maestro). The ADO88 project had experimented with new engines and suspension systems, but with limited time and budgets, LC8 would reuse much of the Mini's engineering (the A-Series engine with front-wheel drive via a sump-mounted four-speed transmission, and front and rear running gear carried in steel subframes separate from the unitary bodyshell) and borrow the Hydragas suspension system developed for the Allegro. However while much was shared conceptually with older BL models, LC8 would see these design elements heavily re-engineered and modernised. For instance the A-Series drivetrain was extensively updated with new materials and tooling to become the A-Plus while the new car would feature 12-inch wheels and all LC8s would have servo-assisted four-piston front disc brakes with fully split hydraulic systems, as opposed to the standard Mini which at the time still had 10-inch wheels and all-round drum brakes. These new drivetrains, wheels, brakes and many other featured developed for the LC8 would be introduced to the Mini in the near future, updating the 30-year old design at minimal extra cost and providing highly desirable economies of scale given the anticipated sales volumes of the new car. This would make it cost effective for the more basic versions of the Mini to remain in production as an entry-level model for BL, in place of the position originally intended for ADO88 while allowing LC8 to compete head-on with the existing superminis.

Following the Ryder Report, which prioritized the ADO88/LC8 project, Longbridge would be expanded in 1978 with a £200m robotised body assembly line (known as the "New West Works") to enable it to produce the new model which it was hoped would sell 100,000 or more units a year in Britain alone; production of the smaller Mini and larger Allegro was also pruned back to enable the plant to produce as many units of the Metro as possible, with the Allegro finally being axed in 1982 to make way for the Maestro.

The hatchback body shell was one of the most spacious of its time and this was a significant factor in its popularity. The space efficient interior was also lauded for the novel 60/40 split rear seat which was standard on higher specification models.  The original Mk.1 Metros also featured David Bache's signature "symmetric" dashboard design (also used on the Range Rover and the Rover SD1), where the main dashboard moulding consists of a shelf, onto which the instrument binnacle is simply mounted on the left or the right hand side – this arrangement saves the tooling cost of two separate dashboard mouldings for right and left-hand drive.  Initially, the Metro was sold as a three-door hatchback only (as were most of its competitors), with a choice of 998cc (1.0 litre) or 1275cc (1.3-litre) petrol engines. The 1.0 and 1.0L cars and the future van had recessed headlamps with indicators and sidelights in the bumper, whereas the 1.0HLE, 1.3S, and 1.3HLS had each headlight and indicator together as one flush fitting unit.

The name was chosen through a ballot of BL employees. They were offered a choice of three names, Match, Maestro or Metro. Once the result was announced, the manufacturer of trains and buses, Metro Cammell, objected to the use of the Metro name by BL. The issue was resolved by BL promising to advertise the car only as the "Mini Metro", although after a while the Mini Metro name disappeared. There were also van versions, introduced in late 1982, known as the Morris Metro. From late 1985, after the Morris name had been discontinued, it was sold as the Austin Metro 310, and after the Austin badge was also dropped it became simply the Metrovan 310.

A two-door saloon model was included in the Metro's development which would have been similar in concept to the Vauxhall Chevette saloon as well as the Volkswagen Polo-based Derby. However, by the time production of the Metro began, it was decided not to include a saloon version, this niche being filled by the Mini remaining in production, and only a few of the Metro's competitors were available as a saloon.

BL's last all-new mass-produced car before the Metro's launch was the 1976 Rover SD1.

One of the consequences was that there was enormous public interest in the car from well before its launch. The company chose to stage the launch presentations for dealers and major company car buyers on board a cruise ship, the MS Vistafjord. This launch event took place over a three-week period in September 1980 sailing between West Gladstone Dock in Liverpool and the Isle of Man, where guests could drive the car, so long as sea conditions allowed them to land by tender as there was no dock facility for the ship. The news broke in the national newspapers a full year ahead of the public launch with The Sun, among others, carrying the story. It was finally revealed to the public on the press day of the British Motor Show with the British Prime Minister, Margaret Thatcher, in attendance.

The Metro quickly proved popular with buyers, a 19-year-old Lady Diana Spencer buying one of the early examples, and was regularly seen in it being hounded by the paparazzi just before her marriage to Prince Charles in July 1981. Even then, during the early part of its production life, it was the best selling mini-car in the UK, before being eclipsed by the updated Ford Fiesta in 1984. Its clever interior design made it spacious considering its dimensions, and Hydragas suspension gave surprisingly good ride and handling. Its updated A+ series 1.0 and 1.3-litre OHV engines hardly represented the cutting edge in performance, but they were strong on economy.

In its best year, 1983, more than 130,000 Metros were sold in Britain, only the Ford Escort and Sierra outsold it. This was despite the arrival of a host of new superminis on the British market that year – the Ford Fiesta received a major facelift, and four all-new superminis (the Vauxhall Nova, Fiat Uno, Nissan Micra and Peugeot 205) went on sale in Britain between April and September.

A major TV advertising campaign was created by the London agency, Leo Burnett which came up with the headline "a British car to beat the world". The advert also featured the similar-sized Fiat 127, Renault 5, Volkswagen Polo and Datsun Cherry as "foreign invaders" and the voiceover spoke of the Metro's ability to "send the foreigners back where they came from". Following the launch of the Austin Maestro in 1983, less of British Leyland's advertising was focused on the Metro. The Maestro initially sold very well, but within five years sales were declining sharply, although it remained in production until 1994.

During 1981, British Leyland confirmed that the Metro range would soon be expanded with more luxurious and high performance versions. The Metro range was expanded in May 1982 to include the luxury Vanden Plas trim level on the Austins and higher performance MG Badged versions; the MG Metro marked a quick comeback for the marque previously used on sports cars until the Abingdon plant making the MG B closed in 1980. The Metro Vanden Plas featured higher levels of luxury and equipment, while the slightly more powerful MG Metro 1.3 sold as a sports model (0–60 mph in 10.9 seconds, top speed 103 mph). The Vanden Plas variant received the same MG engine from 1984 onwards (with the exception of the VP Automatic, which retained the  1275 cc unit). The luxury fittings marking out the Metro Vanden Plas took the form of a radio-cassette player, electric front windows, an improved instrument panel with tachometer, and a variety of optional extras such as trip computer, leather trim, remote boot release, and front fog lamps.

The changes between the MG engine (taken directly from the Mini Cooper) and the standard 1275 included a modified cylinder head, with larger valves and improved porting, altered cam profile and larger carburettor leading to a 20% increase in BHP to 72 bhp. At the October 1982 Birmingham Motor Show the MG Metro Turbo variant was first shown. With a quoted bhp of 93, 0–60 mph in 9.9 seconds, and top speed of  this car had few direct competitors at the time, although the growing demand for "hot hatches" meant that it soon had a host of competitors including the Ford Fiesta XR2, Peugeot 205 GTI and Renault 5 GT Turbo. This model had a few addition modifications bolted on over the normally aspirated MG model to give an additional 21 bhp. Aside from the turbocharger and exhaust system itself, and what was (at the time) a relatively sophisticated boost delivery and control system, the MG Turbo variant incorporated stiffer suspension (purportedly with engineering input from Lotus), and an uprated crankshaft of nitrided steel and sodium-cooled exhaust valves.

Both MG variants were given a "sporty" interior with red seat belts, red carpets and a sports-style steering wheel. Early Turbo models also benefitted from a boost pressure gauge - in pre-84 models this was an in-dash LED gauge, relocating to an LCD gauge mounted in an overhead console for early mkII facelift models (with the boost gauge subsequently being deleted from production in post-85 models).  The Turbo also received alloy wheels, wheel arch extensions and front spoiler, and prominent "Turbo" branding.  While it retained rear drums, the front disc brakes were changed to ventilated discs, with ventilated front disks being standardised and adopted by all variants from mkII onwards.  Later MG variants were emblazoned with MG branding both inside and out, which only served to fuel claims of badge engineering from some of the more steadfast MG enthusiasts.  Others believed that this sentiment was unfounded, particularly in the case of the Turbo variant, due to the undeniably increased performance and handling when compared to the non-MG models.  From 1983, the MG badge also found its way onto higher performance versions of the Maestro, and shortly afterwards it was adopted for higher-performance versions of the Montego.

A facelift in October 1984 saw revised styling modifications to the Metro's front end including much needed colour-coding such as body coloured bumpers on MG versions, wider suspension subframes, along with a new dashboard design featuring the switches and instruments matching that of the Maestro and Montego.  The new dashboard was constructed from fewer but larger plastic mouldings, making it easier to assemble and reducing the potential for rattles and other fitting issues. A major part of the facelift was the introduction of a five-door Metro: This provided another strong selling point for the Metro in the 1980s, since not only did it already boast a spacious and practical cabin for its size, but some of its slightly larger competitors, such as the Ford Fiesta and Volkswagen Polo, did not offer the option of five doors at the time. From 1989, just before the Metro was replaced, three-door versions were given a raised fuel filler, this also coincided with the cars being able to run on unleaded petrol due to hardened exhaust valve seats, three years before EEC regulations made it compulsory for all new cars to have a catalytic converter or fuel injection.

A rear spoiler reduced drag coefficient to increase the Metro's already good fuel economy, and the hydraulic clutch (often berated as the cause of the Metro's particularly harsh gearchange) was replaced by a self-adjusting cable-operated mechanism. The lack of a five-speed gearbox would become a major drawback as time went on; the BMC sump-mounted gearbox was never developed to accommodate an extra gear ratio, which was a severe handicap against the opposition – by the mid-1980s the Ford Fiesta, Peugeot 205, Fiat Uno and Opel Corsa/Vauxhall Nova were all available with a five-speed gearbox on larger-engine models.

The Austin Metro was a huge seller in Britain, with more than 1 million being sold over a 10-year production run. The MK3 Ford Escort (1980–1986) was the only single model to outsell it in Britain throughout the 1980s, and by December 1989 only the MK3 Ford Escort was a more common model on British roads. However, the first three generations of Ford Fiesta combined outnumbered it by this stage.

October 2010 marked the 30th anniversary of the launch of the Metro, by now a very rare sight on Britain's roads.

Launch prices
 MiniMetro 1.0 £3,095
 MiniMetro 1.0L £3,495
 MiniMetro 1.0HLE £3,695
 MiniMetro 1.3S £3,995
 MiniMetro 1.3HLS £4,296

Engines
All Metros were powered by the 4-cylinder A-Series engine, in 0.85-, 1.0- and 1.3-litre options. Outputs varied depending on year and trim level, with a low-compression 1.0-litre option available on lower-specification models suitable for 2-star petrol, an 0.85-litre option available in some South American countries; no other market existed for this engine size.

 1980-**: 848 cc A-Series I4,  at 5500 rpm and 44 lb·ft (60 Nm) at 2900 rpm (** = Date last car officially sold is currently unknown)
 1980–83: 998 cc A-Series I4,  at 5400 rpm and 53 lb·ft (73 Nm) at 3000 rpm
 1983–88: 998 cc A-Series I4,  at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm (low compression option)
 1983–87: 998 cc A-Series I4,  at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm (Metro City)
 1983–87: 998 cc A-Series I4,  at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm (Metro Standard/City X)
 1980–84: 998 cc A-Series I4,  at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm (Metro HLE)
 1987–90: 998 cc A-Series I4,  at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm
 1980–83: 1275 cc A-Series I4,  at 5250 rpm and 72 lb·ft (98 Nm) at 3200 rpm
 1983–90: 1275 cc A-Series I4,  at 5300 rpm and 72 lb·ft (98 Nm) at 3100 rpm
 1984–89: 1275 cc A-Series I4, 71 hp (54 kW) at 6000 rpm and 75 lb·ft (99 Nm) at 4000 rpm (Metro Vanden Plas)
 1982–89: 1275 cc A-Series I4, 72 hp (54 kW) at 6000 rpm and 75 lb·ft (99 Nm) at 4000 rpm (MG Metro)
 1983–89: 1275 cc A-Series turbo I4, 93 hp (69 kW) at 6130 rpm and 85 lb·ft (115 Nm) at 2650 rpm (MG Metro Turbo)
 1989–90: 1275 cc A-Series I4, 69 hp (54 kW) at 5450 rpm and 75 lb·ft (99 Nm) at 4000 rpm (Metro GTa/MG Metro)

Rover Metro

At the end of 1987, the Austin marque was shelved. The Austin badge was removed from the cars, which continued to be manufactured with no marque badge, just a model name badge. Rover management never allowed Rover badges on the Montego or the Maestro in their home market, although they were sometimes referred to as "Rovers" in the press and elsewhere. They wore badges that were the same shape as the Rover longship badge, but which did not say "Rover". By this stage, Rover was in the final stages of developing the new Rover 200 Series and Rover 400 Series models in conjunction with Honda, and it was also working on a replacement for the Metro.

During the 1980s, the media had published photographs of the "Austin AR6" concept car, which would have been a completely new design, but towards the end of the decade Rover decided to restyle and re-engineer the existing Metro design instead.

The new Rover Metro was finally launched in May 1990, being a heavily revised version of the original Metro and fitted with a new range of engines.

The proven 998 cc and 1275 cc A-Series engines (the 1275cc unit was heavily modified and saw service in the classic Mini right up to the end of Mini production in October 2000) gave way to the all-new K-series engine. These were available in 1.1 litre (1118 cc ) and 1.4 litre (1396 cc ) 8-valve versions, while a 16-valve engine was available in the GTi (early variants are  SPi while the later MPi version has 103 bhp) and the early GTa. All models used end-on gearboxes designed jointly by Rover and Peugeot. In 1993, a 1.4 PSA TUD diesel from the Citroën AX and Peugeot 106 was launched; this was the first time the Metro had been available with a diesel engine. The Hydragas suspension was finally modified to accept front to rear interconnection in the way that Alex Moulton had intended, to improve handling and ride quality.

A new bodyshell for the replacement car (the AR6 project) was designed. Its styling was influenced by Ital Design, with some similarity to the acclaimed Giorgetto Giugiaro-designed Fiat Punto launched in 1994, and the lower panels of the Peugeot 205, and incorporating the blacked-out pillars and 'floating roof' of the 1989 R8 Rover 200. However, this was cancelled by chairman Graham Day, because British Aerospace (then the Rover Group's new owners) refused to fund it, and the disappointing sales of the Maestro and Montego had not produced expected profits to reinvest. A mockup could be seen at the Canley, Coventry design centre in the 1990s during open days. It appeared as a 'Scoop' photo on the front cover of CAR magazine in the mid-1980s. Project R6, as it became known, would be a more modest update of the 1980 car – the basic bodyshell was retained, but was improved with the addition of new plastic front and rear bumpers, new front wings, new rear lights and bootlid, new front headlamps and bonnet. The interior was altered with a new rounded instrument binnacle and instruments (although the 1984 dashboard moulding remained), new steering wheel, new seats (from the successful Rover 200 series), new door casings and other detail improvements. General build quality, fit and finish was improved enormously from the old Metro and went on to win What Car? "Car of The Year" in 1991.

In many export markets, including Italy and France, the Rover Metro was badged as the Rover 100 series, with the 1.1 known as the Rover 111 and the 1.4 called 114.

Latterly this car has attracted an enthusiastic following including use as a low-cost entry to motor racing. The basic just-over- engine for the GTI can be boosted to over  at the flywheel. For ultimate performance the 1.8 K-series engine, with standard cams or VVC (Variable Valve Control) system can be fitted (these engines are found in the MGF and Lotus Elise sports cars, as well as various Rovers and MGs).

Rover 100

In December 1994 the revised R6 model appeared. In the United Kingdom, Rover finally scrapped the Metro nameplate, replacing it with a new name, Rover 100, which had been adopted on continental Europe on the Rover Metro's launch in 1990, due to the weakness of the Austin marque in Europe.

The mechanics of the car remained much the same with 1.1 and 1.4 petrol engines and Hydragas suspension, but there was now the option of a Peugeot-sourced 1.5 diesel rather than the previous 1.4. The exterior was altered in an attempt to disguise the car's age, meet the increased cooling requirements of the Peugeot motor and offer a reduced-format Rover family grille. This was achieved through fitment of new front and rear bumpers, sill covers, rear boot handle and headlamps, bonnet and grille.

A variety of bolder paint colours and the use of chrome trim helped give a more upmarket appearance. The interior trim was revised to give a greater impression of quality and luxury, but since the basic architecture had remained unchanged since the original 1980 car it was considered by many as being short on space and outdated in comparison to its most modern rivals (most of which had been replaced with all-new models since the launch of the Rover Metro, and in the cases of the Ford Fiesta and Vauxhall Nova/Corsa, replaced with all-new models twice) It was criticised by the press for its lack of equipment, with front electric windows only available on the range-topping 114 GSi. Rear electric windows were never an option on the 100. Neither were Anti-Lock Brakes, Power Steering or a rev-counter (except the GTa and later manual 114 GSi models) One saving grace for the 100 was the option of full leather trim, a rarity in a small car and coupled with the standard wood veneer dashboard inserts, a tinted glass sunroof and the optional wood veneer door cappings, the 114 GSi made for traditional luxury motoring; an image Rover was trying to retain. The only safety efforts came in the form of an optional drivers airbag, an alarm, a passive engine immobiliser, a removable radio keypad, central locking and side intrusion beams. Overall, the 100 series was considered a rather typical facelift of a car which had been a class leader on launch some years earlier, only to be overtaken by newer cars including the Renault Clio, Fiat Punto and Volkswagen Polo. It was launched only a year before a heavily revised Ford Fiesta.

Rover 114 GTa
A 'warm' version of the 100 called the 114 GTa was available from launch. The main differences over the 114 SLi three-door – which has the same engine – were sports seats, red seatbelts, a rev-counter, sports suspension, a slightly higher top speed, faster acceleration, GSi alloy wheels and GTa badging. It was only available as a three-door.

End of the line
In 1997, the Rover 100 gave a poor performance in Euro NCAP crash tests (despite the improved safety features, including side impact bars in the doors and an optional driver's airbag, the 1970s design was showing its age) – it was at the time the only car tested to receive a one-star Adult Occupant Rating. Other small cars tested at the same time received two or three stars out of five. The passenger compartment was subjected to severe structural damage in the frontal-offset test and results showed a high risk of injury to all body regions for the driver. Meanwhile, the side impact test also showed high injury risks.

The Rover 100's dismal safety showing was not its only problem by 1997. It was fast falling behind the best cars in its sector when it came to design, build quality, refinement and specification, although it remained strong in terms of fuel economy and affordability. Unlike the Ford Fiesta, Volkswagen Polo and Vauxhall Corsa, the Rover 100 could still provide sub-£7,000 motoring.

Facing a complete collapse of sales, Rover withdrew the 100 from production – marking the end of nearly 18 years of production.

There was no direct replacement for the Metro/100, although the 1995 Rover 200 had been developed inside Rover Cars to serve as a replacement for the 100 as well as the previous 200 model, which was slightly larger. The 100 and 200 were sold concurrently until 1998, when the 100 was withdrawn. When the Rover 200 was facelifted in late 1999 and rebadged as the Rover 25, Rover marketed this as a supermini reflecting the continued, steady, growth of all car classes. The plan was for both the 100 and the 25 to be on the market until the launch of the true replacement for the Metro in the shape of the MINI. However, BMW's sale of Rover put an end to those plans. BMW kept the MINI design and MG Rover's notional successor to the Metro was the Rover 25 and its MG ZR relative.

The gap left by the Metro as a true Rover city car was not filled until late 2003, when the Rover CityRover was launched – it was a 1.4 engined city car built in India alongside the Tata Indica. This model was nowhere near as popular as the Metro or even the Rover 100, and was not included in the revived product range by Nanjing Automobile following MG Rover's bankruptcy in 2005.

Powertrains

MG Metro 6R4 rally car

Created for the short-lived Group B rally category, the 4WD mid engined MG Metro 6R4 of 1984 (standing for 6-cylinder, Rally, 4-wheel-drive) was a world away from the best selling city car to which it only bears a superficial cosmetic resemblance. The competition car effectively only shared the name of the production Metro as it featured a mid-mounted engine with four-wheel drive transmission enclosed within a semi-monocoque seam-welded tubular chassis. The development of this vehicle had been entrusted to Williams Grand Prix Engineering.

The resulting car was shown to the world in May 1985. It was powered by a David Wood designed bespoke 3-litre V6 powerplant which used some of the engine architecture of the Cosworth DFV. It featured twin overhead camshafts and four valves per cylinder. The engine was not turbocharged as the majority of its competitors were, which considered the Metro as "unique." The engine was mounted back to front in the car, with the forward end of the engine facing the hatchback and the gearbox attached conventionally behind it and, therefore, in the middle of the vehicle. The four-wheel-drive was permanently engaged, and drove separate prop shafts to the front and rear differentials. The rear differential was mounted on the side of the engine sump with one driveshaft running through the sump to the nearside rear wheel. Much of the outer bodywork was made of GRP, with the only exception being the roof panels (which were aluminium), the steel doors, and the remaining panels from the original Metro shell. The doors were, however, concealed by plastic airboxes. Indeed, models now on show generally have stickers demonstrating where it is safe to push from when moving the vehicle, so as not to damage the bodywork.

The 6R4 appeared in two guises. There was a so-called Clubman model which was the road going version which developed in the region of , of which around 200 were made and sold to the public for £40,000 (the homologation version). A further 20 were taken and built to International specifications which had a recorded output of over

At its launch in 1985, Rover announced that it would complete the necessary number of cars required for homologation by November of that year. This was undertaken at the group's large manufacturing facility at Longbridge. The car was to participate in the Lombard RAC rally in November 1985, and an example, driven by works driver Tony Pond, finished a highly respectable third, behind two Lancia Delta S4s.

This good start was unfortunately not repeated, and although a 6R4 was entered in rallies at Monte Carlo, Sweden, Portugal and Corsica during the 1986 season, none of the Metros managed to complete a course. The majority of these problems were related to the V6 powerplant which suffered teething issues. Halfway during the 1986 season, Group B was banned (following a series of fatal crashes in which both competitors and spectators lost their lives). From that point on, the 6R4 was always going to be limited in front line competition, although they were run with limited success for the remainder of the year. A number passed into private hands and have proved formidable rally and rallycross cars. Despite the expiry of the 6R4's homologation the MSA still allow the cars to run in competition although engine sizes have been limited to 2800cc (single plenum engines) and 2500cc (multi-plenum engines).

Austin Rover withdrew from the rallying scene at the end of the season, but in 1987 all the parts and engines were sold to Tom Walkinshaw Racing, whereupon the V6 engine reappeared in the Jaguar XJ220, this time with turbochargers added.

Popularity

The Metro remained one of Britain's most popular cars throughout its production life, even during its final year when it was among the oldest designs on sale in the country. During its early years, the Austin Metro was Britain's most popular small car; often outselling the Ford Fiesta. It was still one of Britain's best selling cars by the time it was replaced by the Rover 100 in late 1994, with almost 1,500,000 having been sold (an average of more than 100,000 per year). However, despite reasonable numbers being sold in France and Italy, overall sales in Europe were modest in comparison to established rivals such as the Fiesta (which typically sold 500,000 units per year across Europe), meaning that BL still could not realise the true economies of scale.

Much debate among automotive historians has taken place over whether BL's decision to push the Metro's development programme ahead of the potentially more profitable Maestro/Montego models was justified. As a result of this, both those models did not arrive on the market until 1983/84, after having been in development since 1976 with a view of being launched around 1980. By the time of their launch, they were soon out of step both stylistically and from an engineering perspective when compared to the market-leading cars in their sectors.

The Metro's popularity endured in spite of its failure to match the durability of its contemporary rivals, notably the Nissan Micra (K10) and VW Polo Mk.2. This is well illustrated by the findings of Auto Express's 2006 survey which named the Metro as Britain's seventh-most scrapped car of the last thirty years. Just 21,468 versions of the original 1980–1990 Metro were still in working order at the time of the survey, despite around 1,000,000 being sold. Nearly seven years on, that figure has inevitably declined further, with the number remaining as of 2013 now down to less than 2,000.

Many Metros (particularly the pre-1990 Austin models) have been scrapped as a result of the bodyshell's vulnerability to rust. Pre-1989 cars could not run on unleaded fuel either without expensive conversion of the cylinder head or the use of additives.  When lead replacement petrol was withdrawn from sale in 1997 many owners simply scrapped the cars.  Metros built before 1990 use the same engine and transmission package as the Mini, hence they have become popular donor cars for Mini restorations and Mini-based kit cars; and as a result, thousands of Metros were dismantled purely for their engines to keep Minis on the road. Many Metros were written off by joyriders, as the car's minimal security made it notoriously easy to steal.

Including the post-1994 Rover 100 Series models, a total of just under 1,500,000 Metros were sold in the UK in less than twenty years, making it the seventh-most popular car ever sold there.

Lady Diana Spencer (later Diana, Princess of Wales) owned a red W-registered Metro before her engagement to Prince Charles. This car is in the Museum of British Road Transport, Coventry.

References

Metro
Hatchbacks
Subcompact cars
Cars introduced in 1980
Rally cars
Group B cars
Touring cars
1990s cars
Front-wheel-drive vehicles
Euro NCAP superminis
Cars discontinued in 1998

de:Rover 100er-Serie

Austin Metro


Tantalus er en film instrueret af Malik Thomas.

Referencer

Eksterne henvisninger

Danske film fra 2014

Kortfilm fra Danmark

Tantalus (film)


Nuuk havn (officielt: SIKUKI - Nuuk Harbour A/S) er den største havn i Grønland. Havnen er placeret i den sydøstlige del af hovedstaden Nuuk og kaldes også "Atlanthavnen". Sejlads til og fra havnen er i perioder begrænset på grund af tidevand og is.

I den indre del af havnen finder man en lystbådehavn, mens større skibe og færger benytter de østlige dele af havneområdet.

Containerhavnen er placeret syd for færgeterminalen og der findes et område til opbevaring og behandling af containere. En ny containerterminal på 47.320 kvadratmeter og 310 kajmeter er ved at blive opført ved Fyrø,. I 2016 modtog havnen to moderne havnekraner, som dermed blev de første havnekraner i Grønland.

Virksomheder med aktivitet på havnen
 Arctic Umiaq Line
 Royal Arctic Line
 Royal Greenland

Referencer

Eksterne henvisninger

 www.sikuki.dk havnens officielle hjemmeside

Havn
Transport i Grønland

Nuuk Havn


11612 Obu este un asteroid din centura principală de asteroizi.

Descriere
11612 Obu este un asteroid din centura principală de asteroizi. A fost descoperit pe  la Kuma Kogen de Akimasa Nakamura. El prezintă o orbită caracterizată de o semiaxă mare de 2,90 ua, o excentricitate de 0,17 și o înclinație de 7,2° în raport cu ecliptica.

Vezi și
 Lista planetelor minore: 11001-12000
 Centura de asteroizi

Referințe

Obiecte astronomice descoperite în 1995
Centura de asteroizi

11612 Obu


Oleh Yuriyovych Plotnytskyi (, Vinnytsia, 5 de junho de 1997) é um jogador de voleibol ucraniano que atua na posição de ponteiro.

Carreira

Clube
A carreira profissional de Plotnytskyi começou em 2015 atuando pelo Lokomotyv Kharkiv, clube de seu país natal. Durante as duas temporadas em que atuou pelo clube, o ponteiro conquistou um título do Campeonato Ucraniano e uma Copa Ucraniana.

Em 2017 o atleta se mudou para a Itália para defender as cores do Vero Volley Monza, clube da primeira divisão italiana. Com o novo clube, o ponteiro foi vice-campeão da Taça CEV de 2018–19 após duas derrotas nas finais para o russo Belogorie Belgorod. Ao término da temporada, o atleta ucraniano foi anunciado como o novo reforço do Sir Safety Susa Perugia, ainda na liga italiana.

Em sua temporada de estreia, conquistou o título da Supercopa Italiana; repetindo o mesmo feito no ano seguinte. Em 2022, conquistou o inédito título da Copa Itália ao derrotar o Itas Trentino na final por 3 sets a 1.

Seleção
Pelas categorias de base, Plotnytskyi foi vice-campeão do Campeonato Europeu Sub-20 de 2016, sendo eleito um dos melhores ponteiros e melhor jogador do torneio.

Com a seleção adulta ucraniana, foi vice-campeão da Liga Europeia de 2021 após ser superado na final pela seleção turca pelo placar de 3 sets a 1; enquanto no ano seguinte, pelo Campeonato Mundial de 2022, terminou o torneio na sétima colocação – melhor resultado da seleção ucraniana até então.

Voleibol de praia
Fazendo dupla com Illia Kovalov, Plotnytskyi foi vice-campeão do Campeonato Mundial Sub-19 de 2014 após ser superado na final pela dupla brasileira Arthur Lanci e George Wanderley, por 2 sets a 1.

Vida pessoal
Plotnytskyi é casado com a também jogadora de voleibol Anna Stepaniuk. Em julho de 2021 o casal teve o seu primeiro filho, Svyatoslav.

Títulos
Lokomotyv Kharkiv
Campeonato Ucraniano: 2015–16, 2016–17
Copa da Ucrânia: 2015–16

Sir Safety Perugia
Mundial de Clubes: 2022
Copa da Itália: 2021–22
Supercopa Italiana: 2018, 2020, 2022

Clubes

Prêmios individuais
2016: Campeonato Europeu Sub-20 – MVP e melhor ponteiro
2022: Supercopa Italiana – MVP

Ligações externas

 no Global Sports Archive
 no Volleybox

Naturais de Vinítsia
Voleibolistas da Ucrânia
Pontas de voleibol

Oleh Plotnytskyi


Eric Gull (Quilmes, Argentina, 23 de agosto de 1973) es un exjugador argentino de balonmano que se desempeñaba como lateral derecho. Es considerado como uno de los jugadores más talentosos que han surgido de su país en toda la historia. Entre 1997 y 2010 actuó profesionalmente fuera de la Argentina, en equipos de Brasil, Suecia, España, Francia, Túnez, Rusia y Catar. Fue además capitán de la selección de balonmano de Argentina, llegando a disputar cinco ediciones del Campeonato Mundial de Balonmano Masculino. Recibió cuatro veces el Premio Olimpia de Plata y en 2010 le fue concedido el Diploma al Mérito del Premio Konex.

Al retirarse de la práctica profesional del balonmano, pasó a desempeñarse como entrenador en clubes de su país.

Trayectoria

Clubes

Selección nacional
Gull jugó cinco  ediciones del Campeonato Mundial de Balonmano Masculino representando a Argentina (1997, 1999, 2001, 2003 y 2009). En 2006 decidió dejar de jugar para el equipo nacional -motivo por el cual no estuvo presente en el Campeonato Mundial de Balonmano Masculino de 2007-, pero retornó en 2009.

Asimismo guio a su equipo en la conquista del Campeonato Panamericano de Balonmano en 2000, 2002 y 2010.

Con la selección nacional Gull jugó un total de 137 encuentros, habiendo anotado 349 goles.

Vida privada
Eric Gull es padre de Sofía Gull Querin y Juan Gull Querin, ambos jugadores de balonmano en sus respectivas selecciones.

Referencias

Enlaces externos
 Fundacion konex, Eric Gull

Balonmanistas de Argentina
Balonmanistas del Club Balonmano Valladolid
Balonmanistas del Fútbol Club Barcelona
Diplomas al mérito Konex
Premios Olimpia

Eric Gull


Teodor Doboiu Nacu (n. 1885, Hațeg, Județul Hunedoara, Regatul Ungariei – d. 1939) a fost un deputat în Marea Adunare Națională de la Alba Iulia, organismul legislativ reprezentativ al "tuturor românilor din Transilvania, Banat și Țara Ungurească", cel care a adoptat hotărârea privind Unirea Transilvaniei cu România, la 1 decembrie 1918.

Biografie
Tudor Doboiu Nacu, a studiat terminat școala primară din sat, a fost delegat al cercului electoral Hațeg, repezentând Societatea tălparilor și cismarilor..

Note

Bibliografie
 Ioan I. Șerban, Dorin Giurgiu, Ionela Mircea, Nicolae Josan, Dicționarul personalităților Unirii. Trimișii românilor transilvăneni la Marea Adunare Națională de la Alba Iulia, Muzeul Național al Unirii, Alba Iulia, 2003, ISBN 973-8 8141-90-7

Lectură suplimetară
 Daniela Comșa, Eugenia Glodariu, Maria M. Jude, Clujenii și Marea Unire, Muzeul Național Transilvania, Cluj-Napoca, 1998
 Florea Marin, Medicii și Marea Unire, Editura Tipomur, Cluj-Napoca, 1993
 Silviu Borș, Alexiu Tatu, Bogdan Andriescu, (coord.), Participanți din localități sibiene la Marea Adunare Națională de la Alba Iulia din 1 decembrie 1918, Editura Armanis, Sibiu, 2015

Legături externe
  Membrii de drept ai Marii Adunării Naționale de la Alba-Iulia din 1 decembrie 1918, lista publicată în "Gazeta Oficială", Sibiu, nr. 1, 1/14 decembrie 1918

Vezi și
 Lista delegaților la Marea Adunare Națională de la Alba Iulia

Teodor Doboiu Nacu


Unter Einzelfrankatur (EF) versteht man die Freimachung einer Postsendung mit einem Postwertzeichen (Freimarke oder Wertzeicheneindruck) im Wert der für die Beförderung verlangten Postgebühr. Sie ist die am häufigsten anzutreffende Frankatur.

Die in allen Ländern zu findenden Dauermarken sind in ihren Wertstufen zumeist so gestaffelt, dass mit ihnen eine Einzelfrankatur der häufigsten Postsendungen, Gewichtsstufen und Entfernungszonen möglich ist. Häufig finden sich auch Dauermarken, mit denen das Entgelt für eine einfache Postsendung plus häufig vorkommender Zusatzleistung (Einschreiben, Eilsendung o. ä.) mit einer Marke abgegolten werden kann. Werden mehrere Marken auf der Postsendung verwendet, spricht man von Mehrfachfrankatur.

Auch Sondermarken oder andere Markenarten (z. B. Dienstmarken) weisen in der Regel Wertstufen auf, die eine Verwendung als Einzelfrankatur möglich machen.

Portogerechte Einzelfrankaturen sind bei vielen Sammlern beliebt und erzielen oftmals höhere Verkaufspreise als Mischfrankaturen mit derselben Marke. Dies gilt besonders für jene Werte, die von den Postverwaltungen hauptsächlich als Zusatzwerte konzipiert waren und folglich nur selten als Einzelfrankaturen verwendet wurden.

Literatur
 Wolfram Grallert: Lexikon der Philatelie, 2. Aufl., Phil*Creativ GmbH, Schwalmtal 2007, ISBN 3-9321-9838-7.

Weblinks

Philatelie
Briefmarke

Einzelfrankatur


Le Moderato, op. 95, est une œuvre de la compositrice Mel Bonis, datant de 1931.

Composition
Mel Bonis compose son Moderato pour grand orgue en 1931. Il aurait été composé spécifiquement pour l'anniversaire de professorat de son dédicataire, Désiré Walter. L'œuvre présente trois manuscrits avec comme intitulés  et . Elle est publiée à titre posthume par les éditions Carrara sous le titre de  en 1971, puis par les éditions Armiane en 2011.

Analyse
L'œuvre fait partie d'un corpus de pièces dont le titre est une allure de mouvement.

Réception
En 1931, la compositrice envoie à Désiré Walter deux pièces pour orgue, pour célébrer son cinquantenaire de professorat à Notre-Dame-de-Mongré. Parmi ces deux pièces, on trouve la Toccata ainsi qu'un , qui s'avèrerait plutôt être le Moderato. Il semble aussi que l'organiste et compositeur Henri Letocart soit intervenu dans l'écriture des registrations et de l'adaptation de l'œuvre.

Discographie

 Bonis: L'œuvre pour orgue, Georges Lartigau (orgue), Ligia, 2018.

Références

Sources

Liens externes

Œuvre de Mel Bonis
Œuvre pour orgue
Œuvre réalisée en 1931

Moderato de Bonis


Hyoscyamus reticulatus er ein- eða tvíær planta af náttskuggaætt frá Litlu-Asíu.

Tilvísanir

Náttskuggaætt
Lækningajurtir

Hyoscyamus reticulatus


الثنائي الليزري  ويطلق عليه أحياناً بليزر الديود أو ليزر الصمام الثنائي ويعتمد على المواد شبه الموصلة ويمتاز بحجم واستهلاك طاقة قليلة للغاية (مقارنة بالأنواع الأخرى) ولذلك أصبح يستخدم على نطاق واسع في كافة التطبيقات والأجهزة الدقيقة حتى قدرة 1000 ميلي وات ويتواجد في أجهزة السي دي والديفيدى والبلوراى وطابعات الليزر وادوات القياس الدقيقة للمسافات والاطوال والأجهزة البصرية واقلام والعاب الليزر وتعددت الوانه فمنه الأحمر والأخضر والأزرق.

انظر أيضا

 ليزر
 مايزر
 ليزر الحالة الصلبة

مراجع

اختراعات أمريكية
اختراعات يابانية
ثنائيات ضوئية
طب أسنان الليزر
ليزر

ثنائي ليزري


يعود تاريخ العلاقات المصرية الإيرانية في العصر الحديث إلى القرن التاسع عشر حيث وقعت اتفاقية «أرضروم» بين الدولة القاجارية الإيرانية والدولة العثمانية والتي جاء فيها أن الدولة الإيرانية تستطيع تأسيس قنصليات لها في الولايات العثمانية فتم افتتاح قنصلية لرعاية المصالح الإيرانية في القاهرة، وكان أول سفير إيراني في مصر هو حاجي محمد صادق خان. وقد أعقب ذلك توقيع اتفاقات صداقة بين البلدين في العام 1928. وكان تطورا جديدا في العلاقات بزواج يقرب بين العائلتين الملكيتين في الدولتين، حيث تزوجت الأميرة فوزية - شقيقة الملك فاروق الأول - من ابن الشاه الإيراني محمد رضا بهلوي.

العلاقات بعد الثورة الإيرانية

1978 : زعيم الثورة الإسلامية آية الله الخوميني يقرر قطع العلاقات الدبلوماسية مع مصر ردا علي توقيع اتفاقية كامب ديفيد ضمن قطع علاقات مع مصر ،إثر قرار الرئيس الراحل أنور السادات في فبراير1980 استضافة شاه إيران محمد رضا بهلوي.

1987: مصر تقرر اعتبار رئيس بعثة رعاية المصالح الإيرانية بالقاهرة محمود مهتدي شخصا غير مرغوب فيه، وسط اتهامات له بالقيام بمراقبة حركة الناقلات في قناة السويس المتجهة إلي العراق وبعد قبول قرار مجلس الأمن بوقف إطلاق النار عام1988 أضافت إيران طلب الاعتذار عن دعم العراق خلال الحرب إلي ما اعتبرته شروطا لعودة العلاقات مع مصر.
1989: بدأ أول اتصالات بين مصر وإيران علي المستوي الدبلوماسي في عواصم أوروبية( جنيف) وعربية( دمشق) بشأن الإفراج عن100 محتجز مصري في إيران وتولي السفير منير زهران الاتصالات مع اللجنة الدولية للصليب الأحمر الدولي.
 يناير1990: توجه السفير منير زهران إلي طهران كأول شخصية رسمية مصرية تزور إيران منذ قطع العلاقات لمناسبة وفاة أحد المراجع الدينية وذلك لتقديم واجب العزاء.
30 يوليو1990: وصول أول وفد إيراني للقاهرة برئاسة محمد علي تسخيري للمشاركة في اجتماعات المجلس الوزاري لمنظمة المؤتمر الإسلامي بالقاهرة وصافح الرئيس مبارك تسخيري خلال استقباله رؤساء الوفود في أول لقاء مباشر لمسئول إيراني برئيس مصر.
 فبراير1991: أول لقاء مصري ـ إيراني علي المستوي الوزاري بين الدكتور بطرس غالي وزير الدولة للشئون الخارجية وعلي أكبر ولاياتي في بلجراد.
 مارس1991: رفع مستوي التمثيل الدبلوماسي لبعثتي رعاية المصالح في البلدين إلي مستوي سفير وتعيين السفير أحمد نامق رئيسا للبعثة الدبلوماسية المصرية في إيران والسفير علي أصغر محمدي رئيسا للبعثة الإيرانية بالقاهرة.
 أبريل1991: إفراج مصر عن الأرصدة الإيرانية في البنوك وتفعيل نشاطات بنك مصر إيران وشركة المنسوجات بالسويس والاستثمارات في بعض الفنادق بالقاهرة.
 مايو1992: وزيرا خارجية البلدين عمرو موسي وولاياتي يلتقيان في جاكرتا بأندونيسيا علي هامش اجتماع قمة حركة عدم الانحياز.
 سبتمبر1992: الرئيس حسني مبارك يعلن لأول مرة في حديث لمجلة المصور أن الرئيس رافسنجاني بعث إليه رسائل لرفع مستوي العلاقات، وأن هناك لغتين في إيران حيث يتحدث البعض بهذه اللغة اليوم ثم نفاجأ بلغة أخرى في اليوم التالي.
 ديسمبر1992: وزير الخارجية السوري فاروق الشرع يصل الي القاهرة في مهمة لتلطيف الأجواء.
1993: فتح قناة للاتصال بين البلدين عبر مراكز البحوث والدراسات وقيام عباس مالكي مدير معهد الدراسات الدبلوماسية التابع للخارجية الإيرانية بزيارة القاهرة وإجراء حوار مع عدد من مراكز البحوث والدراسات السياسية بالقاهرة.
 يناير1995: مصر تدين تهديدات إسرائيل بضرب المفاعلات النووية الإيرانية للأغراض السلمية، وإيران تشيد بموقف مصر.
 يونيو1995: إيران تدين محاولة الاعتداء الآثمة علي الرئيس مبارك في أديس أبابا
1995: بدء اتصالات بين غرف التجارة والصناعة في طهران والقاهرة لبحث دعم العلاقات الاقتصادية.
 أبريل1996: مصر ترفض المشاركة في تنفيذ قرار الرئيس الأمريكي بيل كلينتون بفرض حظر تجاري علي إيران، وجاء الرفض علي الهواء مباشرة خلال مؤتمر صحفي مشترك بين وزير الخارجية عمرو موسي ومندوبة الولايات المتحدة في مجلس الأمن مادلين أولبرايت عقب استقبال الرئيس مبارك لها حيث ادعت أنها ناقشت الموضوع مع الرئيس فتدخل موسي مقاطعا لها نافيا بحث هذا الموضوع خلال اللقاء.
 يونيو1996: فشل محاولة لاستئناف العلاقات الدبلوماسية وجهود قام بها فاروق الشرع عبر زيارات مكوكية بعد القمة العربية بالقاهرة خلال نفس الشهر وذلك بعد تراجع ولاياتي أمام ضغوط المحافظين وإعلانه قصر الاتصالات علي فتح مكتب ثقافي إيراني في مصر وليس سفارة، وتزامن ذلك مع تضامن عربي مع البحرين في مواجهة أعمال شغب وجهت اتهامات لإيران بالوقوف وراءها.
 سبتمبر1996: موسي وولاياتي يلتقيان مرة أخرى علي هامش اجتماعات الجمعية العام للأمم المتحدة في نيويورك وذلك في الجناح الخاص برئيس وزراء لبنان رفيق الحريري.
 مايو1997: أول زيارة لوزير خارجية إيران للقاهرة حيث نقل ولاياتي إلي الرئيس حسني مبارك رسالة من الرئيس رافسنجاني تضمنت الدعوة لحضور القمة الإسلامية في طهران.
 ديسمبر1997: أول زيارة لوزير خارجية مصر لطهران حيث رأس موسي وفد مصر في اجتماعات المجلس الوزاري لمنظمة المؤتمر الإسلامي ثم في القمة، وشهد شهر يناير عام1998 توقيع أول اتفاقية حكومية للتعاون في المجال الصحي والأدوية خلال زيارة وزير الصحة إسماعيل سلام لطهران في ثاني زيارة لوزير مصري إلي إيران.
 مارس1998: في إطار تفعيل التعاون غير الحكومي واستكمالا للخطوات السابقة زار وفد من اتحاد الصناعات برئاسة عبد المنعم سعودي طهران، وفي يونيو من نفس العام قام وفد إيراني برئاسة علي أبوخا موسي رئيس اتحاد غرف التجارة والصناعة والتعدين في إيران بزيارة القاهرة، ووقع الطرفان أول بروتوكول للتعاون الصناعي بين الطرفين.
 يوليو1998: تم فتح باب التعاون الاعلامي بين البلدين وزار رئيس وكالة الأنباء الإيرانية فريدون وردي القاهرة وبحث فتح مكتب لها في القاهرة ونقل إلي وزير الاعلام السيد صفوت الشريف دعوة من وزير الثقافة الإيراني عطا الله مهاجراني لزيارة طهران.
 أغسطس1998: فتح باب التطبيع الرياضي بين البلدين، وأعلن الرئيس مبارك خلال لقائه مع طلبة جامعة الإسكندرية أن منتخب مصر للشباب في الكرة الطائرة سيشارك في فعاليات كأس العالم للكرة الطائرة التي تستضيفها إيران.
 مايو1999: أول اتصال هاتفي بين الرئيسين حسني مبارك ومحمد خاتمي لتهنئة إيران بقبول طلب انضمامها إلي مجموعة الـ15.
 مايو2000: مجموعة من العناصر المحسوبة علي التيار المتشدد ضد عودة العلاقات الإيرانية ـ المصرية تقتحم وتخرب مقر جمعية الصداقة الإيرانية ـ المصرية في طهران، ويرفض رئيس مجلس الشوري ناطق نوري تحسين العلاقات مع مصر ويوجه إلي اقامة جدارية تحمل صورة الاسلامبولي ردا علي توجه بلدية طهران نحو تغيير اسم الشارع.
 يناير2001: إيران تشارك لأول مرة في معرض القاهرة الدولي للكتاب.
 أكتوبر2001: ثاني زيارة لوزير خارجية إيراني لمصر حيث حضر كمال خرازي للتشاور حول موضوع الحرب علي الإرهاب في أعقاب أحداث11 سبتمبر.
 يناير2003: وزيرا الخارجية أحمد ماهر وكمال خرازي يلتقيان ضمن اجتماعات وزراء خارجية دول الجوار للعراق باسطنبول.
 ديسمبر2003: أول لقاء بين مبارك وخاتمي( منذ لقاء الرئيس الراحل أنور السادات وشاه إيران في طهران في أكتوبر1977) وخسرو شاهي الرئيس الأسبق للبعثة الدبلوماسية الإيرانية بالقاهرة يرأس جمعية الصداقة وفي26 من الشهر نفسه أيضا يبعث مبارك برقية عزاء لخاتمي في ضحايا الزلزال الذي ضرب مدينة بام، ويقرر إرسال جسر جوي من المساعدات تضامنا مع الشعب الإيراني في الكارثة.
 يناير2004: أحمد ماهر يتلقي رسالة من خرازي تعبر عن شكر الشعب الإيراني للتضامن الذي أبدته مصر تجاه الشعب الإيراني.

فيلم إعدام الفرعون

كان من الاصح إعدام الفرعون فيلما وثائقيا أنتجته لجنة تكريم شهداء الحركة الإسلامية العالمية، عرض في العام 2008، وأثر سلبا في العلاقات المصرية الإيرانية. يتناول الفيلم حادثة اغتيال محمد أنور السادات رئيس مصر الأسبق الذي استقبل شاه إيران بعد قيام الثورة الإسلامية في إيران. يصف الفيلم أنور السادات بالخائن، ويصف قتلته بالشهداء، ويأتي فيه أن سبب قتل أنور السادات هو «توقيع اتفاقية كامب ديفيد من العدو الصهيوني».

شارع باسم قاتل السادات قطع العلاقات
دشنت إيران شارعا باسم خالد الاسلامبولي العقل المدبر لقتل السادات في العاصمة طهران أياما بعد اعدامه ما أدى بمصر إلى قطع العلاقات مع إيران وطرد السفير الإيراني ولكن في سنة 2010 تم ازالة التسمية من الشارع دون أي توضيحات ولكن راى فيه البعض مغازلة من إيران تجاه مصر.

عودة العلاقات بعد ثورة 25 يناير المصرية
بعد سقوط الرئيس المصري محمد حسني مبارك وتولي وحدوث انتخابات وتولي الرئيس محمد مرسي الحكم زار جمهورية إيران الإسلامية في نهاية اأغسطس 2012 لحضور قمة عدة الانحياز في العاصمة الإيرانية طهران حيث تم استقباله بحفاوة كبيرة من الرئيس الإيراني أحمدي نجاد وفي أبريل 2013 قام الرئيس الإيراني أحمدي نجاد بزيارة لمصر لحضور القمة الإسلامية في القاهرة وقام باستقباله الرئيس المصري محمد مرسي بحفاوة وزار نجاد جامع الأزهر ومقام السيدة زينب.

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بولشيي بيريزنيكي  هي مدينة في جمهورية موردوفيا في روسيا.

مراجع

مدن موردوفيا

بولشيي بيريزنيكي (موردوفيجا)


Kurt Georg Kiesinger (d. 6 Nisan 1904 – ö. 9 Mart 1988) Batı Almanya'nın 1 Aralık 1966 - 21 Ekim 1969 tarihleri arasında görev yapmış muhafazakâr Alman şansölyesidir.

Berlin'de eğitim aldı ve bir avukat oldu. Bir öğrenci olarak, Berlin'deki Alamannia Tübingen ve Askania-Burgundia'ya katıldı. Şubat 1933 yılında Nazi Partisi'nin bir üyesi oldu, birkaç hafta önce Hitler şansölye olmuştu. 1940 yılında orduya çağrıldı ama dışişleri bakanlığı radyo propaganda departmanında bir iş bularak seferberlikten kurtuldu. Savaştan sonra Ludwigsburg kampında 18 ay geçirdi.

İlk ulusal seçimler 1949 yılında Almanya Federal Cumhuriyeti'nde yapıldığı zaman Hristiyan Demokrat Birliği'ne (CDU) katılmış ve Bundestag'da, Batı Alman parlamentosunda bir koltuk kazandı. 1951'de CDU yönetim kurulu üyesi oldu. 17 Aralık 1958'de Baden-Württemberg eyaleti Başbakanı (Ministerpräsident) olarak atandı. 1 Aralık 1966'a kadar bu görevi sürdürdü. 1966 yılında mevcut CDU / CSU-FDP koalisyonunun çöküşünden sonra yeni bir CDU/CSU-SPD ittifak başlığında, olarak Ludwig Erhard'ın yerine Şansölye seçildi. Kurduğu hükûmette SPD lideri Willy Brandt ile yaklaşık üç yıl iktidarda kaldı.

Temmuz 1971 yılına kadar muhalefette CDU/CSU ortaklığında devam etti ve 1980 yılına kadar Bundestag üyesi olarak kaldı. 1988'de Tübingen'de öldü.

Kaynakça

1904 doğumlular
Almanya şansölyeleri
1988 yılında ölenler
CDU başkanları
Avrupa Konseyi Parlamenter Meclisi
Bundesrat başkanları

Kurt Georg Kiesinger


Intel 8088 mikroişlemcisinde her biri 16 bit genişliğinde 14 adet register vardır. Registerler mikroişlemci tarafından verilerin geçici süreler ile saklanması ve bu veriler üzerinde işlem yapılması, komut işleme sürecinin hızlandırılması gibi özel amaçlar için kullanılır.

8088 mikroişlemcisi 4 başlık altında toplanabilir:

 Segment registerler
 Genel amaçlı registerler
 Data registerleri
 Pointer ve index registerleri
 Instruction registerleri
 Program status word

8088

Intel 8088